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HD —- ' ~ 

ffUf 

T £ A i BEFORE UNITED STATES 
RAILROAD LABOR BOARD 


EXHIBIT No__ 

THE PROBLEM OF 
PIECE WORK 


Prepared by 
Bureau of Research 

Railway Employees’ Department, American Federation of Labor 


In Behalf of 

B. M. JEWELL, President 

Railway Employees’ Department, American Federation of Labor 
CHICAGO, ILLINOIS 


BRONSON 


PRINTING 


156 CHICAGO, ILLINOIS 

















“The Fluctuation—That is Piece Work.” 

F. H. LEE, Supervisor Freight Car Maintenance, Baltimore and Ohio System 


LIBRARY OF CONGRESS 

*F.rE<VEO 

DEC 171921 

DOCUMENTS DiV.SION 



Table of Contents 



PART I—ANALYSIS OF EXHIBITS PRESENTED BY RAILROADS. 

Page 

Section 1 General Survey of Exhibits, Showing Decrease in Average Piece Work Earnings Following Estab¬ 


lishment of Guaranteed Rate. 3-7 

Subject Matter of These Exhibits. 3 

Conclusions Drawn by Railroads from Exhibits Are Incorrect. 3-4 

Railroads Took Advantage of Guaranteed Rate. 4-5 

Significance of the Data. 5 

Average Hourly Earnings Reflected Number Employed . 5 

The Average Earnings of the Experienced Men.. 5-6 

Other Conditions Affecting Variation in Average Hourly Earnings . 6 

The Employment Policy Shown.. 6 

Incompleteness of Data Presented in Railroad Piece Work Exhibits. 6-7 

Section 2—Analysis of Pennsylvania Piece Work Exhibit Covering the Work of Freight Carmen. 7-44 

Exhibit Demonstrates Inexperience of Men Added Subsequent to August 1.7-9 

General Facts Shown. 9 

Summary of Entire System. 9 

Table 1—Relation Between Number Employed and Average Piece Work Earnings. Summary All Freight 

Carmen, 1918 . 10 

Table 2—Relation Between Number Employed and Average Piece Work Earnings. Summary Altoona 

East Bound Repair Tracks, 1918. 12 

Table 3—Relation Between Number Employed and Average Piece Work Earnings. Summary Altoona 

West Bound Repair Tracks, 1918. 13 

Table 4—Relation Between Number Employed and Average Piece Work Earnings. Summary Altoona 

Freight Shop, 1918. 14 

Table 5—Relation Between Number Employed and Average Piece Work Earnings. Summary Altoona 

Steel Shop, 1918. 15 

Table 6—Relation Between Number Employed and Average Piece Work Earnings. Summary Harrisburg 

Maclay Street Shop, 1918.•....16 

Table 7—Relation Between Number Employed. Average Piece Work Earnings and Output. Freight Car¬ 
men, Lucknow Shops, 1918. 17 

Table 8—Relation Between Number Employed and Average Piece Work Earnings. Summary Enola 

Freight Carmen, 1918. 18 

Table 9—Relation Between Number Employed and Average Piece Work Earnings. Summary Hollidays- 

burg Freight Carmen, 1918. 19 

Table 10—Relation Between Number Employed and Average Piece Work Earnings. Summary Park Shop 

Freight Carmen, 1918. 20 

Table 11—Relation Between Number Employed and Average Piece Work Earnings. Summary Bellwood 

Shops, 1918 . 21 

Table 12—Relation Between Number Employed and Average Piece Work Earnings. Summary Columbia 

Freight Carmen, 1918. 22 

Table 13—Relation Between Number Employed and Average Piece Work Earnings. Summary Pitcairn 

Freight Shop, 1918. 23 

Table 14—Relation Between Number Employed and Average Piece Work Earnings. Summary Pitcairn 

Repair Yard No. 1, 1918. 24 

Table 15—Relation Between Number Employed and Average Piece Work Earnings. Summary Pitcairn 

Repair Yard No. 2, 1918. 25 

Table 16—Relation Between Number Employed and Average Piece Work Earnings. Summary Pitcairn 

Repair Yard No. 3, 1918. 26 

Table 17—Relation Between Number Employed and Average Piece Work Earnings. Summary Pitcairn 

Repair Yard No. 4, 1918. 27 

Table 18—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 

Carmen. Verona. 1918. 28 

Table 19—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 

Carmen. South Pittsburgh Shop. 1918. 29 

Table 20—Relation Between Number Employed and Average Piece Work Earnings. Summary Shire 

Oaks Shop, 1918. 30 

Table 21—Relation Between Number Employed and Average Piece Work Earnings. Summary Sharps- 

burg Shop, 1918. 31 

Table 22—Relation Between Number Employed and Average Piece Work Earnings. Summary Blairs- 

ville Shop, 1918. 32 

Table 23—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 
Carmen, Meadows, 1918. 33 


( i ) 


Piece Work Al 








































Page 


Table 24—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 

Carmen, Greenville, 1918.... 34 

Table 25—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 

Carmen, Canton, 1918... 35 

Table 2G—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 

Carmen, Mt. Vernon, 1918... 36 

Table 27—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 

Carmen, Northumberland Shops, 1918.... 37 

Table 28—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 

Carmen, Erie Shop, 1918.. 38 

Table 29—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 

Carmen, Renova Shop, 1918........ 39 

Table 30—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 

Carmen, Kane Shop, 1918...*_40 

Table 31—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 

Carmen, Elmira Shop, 1918... 41 

Table 32—Relation Between Number Employed and Average Piece Work Earnings. Summary Olean , 

Shop, 1918 . 42 

Table 33—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 

Carmen, Buffalo Yard, 1918... 43 

Table 34—Relation Between Number Employed and Average Piece Work Earnings. Summary Freight 
Carmen, South Oil City, 1918. 44 

Section 3—Analysis of New York Central Piece Work Exhibit ...45-74 

Significance of Average Individual Earnings...... 45 

The Charts. 45 

General Facts Shown by New York Central Data...45-46 

New York Central Summary of All Carmen. 46 

Table 35—Relation Between Number Employed and Average Piece Work Earnings. Summary 1918-19.. 47 
Table 35A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total 

and Average Hourly Piece Work Earnings for Each Month. Summary 1918-1919... 48 

Table 36—Relation Between Number Employed and Average Piece Work Earnings. East Buffalo Car 

Shop, 1918-1919 . 49 

Table 36A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total 

and Average Hourly Piece Work Earnings for Each Month. East Buffalo Car Shop, 1918-1919. 50 

Table 37—Relation Between Number Employed and Average Piece Work Earnings. V. I. Repair Branch, 

East Buffalo, N. Y. Summary 1918-1919.. 51 

Table 37A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total 
•and Average Hourly Piece Work Earnings for Each Month. V. I. Repair Branch, East Buffalo, 

, N. Y. Summary 1918-1919..>... 52 

Table 38—Relation Between Number Employed and Average Piece Work Earnings. Oswego Car Shops. 

Summary 1918-1919 . 53 

Table 38A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total and 
Average Hourly Piece Work Earnings for Each Month. Osw T ego Car Shops. Summary 1918-1919.... 54 
Table 39—Relation Between Number Employed and Average Piece Work Earnings. Avis Car Shop. 

Summary 1918-1919 . 55 

Table 39A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total and 

Average Hourly Piece Work Earnings for Each Month. Avis Car Shops. Summary 1918-1919. 56 

Table 40—Relation Between Number Employed and xVverage Piece Work Earnings. Collinwood, Ohio. 

Summary 1918-1919 . 57 

Table 40A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total and 

Average Hourly Piece Work Earnings for Each Month. Collinwood Shop. Summary 1918-1919. 58 

Table 41—Relation Between Number Employed and Average Piece Work Earnings. Ashtabula, Ohio, 

Old Shop. Summary 1918-1919.'. 59 

Table 41A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total and 

Average Hourly Piece Work Earnings for Each Month. Ashtabula, Ohio. Old Shop, 1918-1919. 60 

Table 42—Relation Between Number Employed and Average Piece Work Earnings. Ashtabula, Ohio. 

Harbor Shop. 1918-1919. 61 

Table 42A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total and 
Average Hourly Piece Work Earnings for Each Month. Ashtabula, Ohio. Harbor Shop, 1918-1919... 62 
Table 43—Relation Between Number Employed and Average Piece Work Earnings. Ashtabula Steel 

Car Shop, 1918-1919. 63 

Table 43A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total and 

Average Hourly Piece Work Earnings for Each Month. Ashtabula Steel Car Shop, 1918-1919... 64 

Table 44—Relation Between Number Employed and Average Piece Work Earnings. Campbell Street, 

Toledo, 1918-1919. 65 

Table 44A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total and 
Average Hourly Piece Work Earnings for Each Month. Campbell Street, Toledo, O.. 1918-1919. 66 





































\ 


Page 

Table 45—Relation Between Number Employed and Average Piece Work Earnings. Fearing Street, 

Toledo, 1918-1919 . 07 

Table 45A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total and 

Average Hourly Piece Work Earnings for Each Month. Fearing Street, Toledo, O., 1918-1919. 68 

Table 46—Relation Between Number Employed and Average Piece Work Earnings. Elkhart,, Ind.. 

1918-1919 . 69 

Table 46A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total and 

Average Hourly Piece Work Earnings for Each Month. Elkhart, Ind., 1918-1919. 70 

Table 47—Relation Between Number Employed and Average Piece Work Earnings. Englewood. Ill., 

1918-1919 . 71 

Table 47A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total and 

Average Hourly Piece Work Earnings for Each Month. Englewood Shop, .1918-1919. 72 

Table 48—Relation Between Number Employed and Average Piece Work Earnings. Gibson, Ind., 1918- 

1919 . 73 

Table 48A—Relation Between Ratio of Men Employed During First Six Months of the Year to Total and 
Average Hourly Piece Work Earnings for Each Month. Gibson, Ind., 1918-1919... 74 


Section 4—Analysis of Exhibit Presented by Chicago, Burlington & Quincy Railroad. 75-96 

Average Earnings Do Not Represent Strict Application of Price Shown. 75-76 

Exhibit Fails to Show Changed Conditions Which Affect Production . . 76 

Other Material Facts Developed. 76-77 

Misrepresentation . 77 

Average Monthly Earnings Shown Do Not Reflect Time Required in 1916. 77-82 

Job Cited Not Comparable as Between 1920 and 1916. 82-S9 

Time Shown Not Average for 1920. 89-92 

Same Machine Doing All the Work.. 92 

Wide Variation in Time Required to Perform Jobs Shown. 92-94 

Time of Inexperienced Man Shown. 94-95 

Class of Work Not Specified. 95-96 


Section 5—Analysis of Norfolk & Western Exhibit Covering Production of Cars and Locomotives. 96-113 

Norfolk & Western Exhibit Shows Neglible Decline in Output of Locomotive Shop. 97-98 

Relative Amount of Work in Each Class of Locomotive Repair ... 98-99 

Basic Data of Exhibit to Which Weights Must Be Applied .100 

Comparative Work Produced in the Two Periods....100 

A Year in Which Traffic Conditions Limited Shop Output .100-101 

Decrease in Production Per Man Hour Due to Employment Policy of the Railroad.101 

Railroad Resorts to Unfair Comparisons. ..102-110 

Passenger Car Shop Turns Out More Work During Time Payment Period.111-112 

Changed Conditions Increase Work Per Car in 1919.112 

General Comments Upon Tables Showing Specific Operations .112-113 

Section 6—Fallacy of Comparisons Shown by Chesapeake & Ohio Railroad.113-114 

Section 7—Output of Locomotives, Pennsylvania Railroad...114-115 


PART II—PIECE WORK IN RAILROAD SHOPS. 


Section 1—The Fundamental Fallacy.119-137 

Two Points of View Toward Piece Work.,.119-121 

The True Nature of Piece Work.121 

The Arbitrary Factor in Railroad Piece Prices.121-122 

A Piece Price Schedule.122-124 

Examples of Arbitrary Prices.124-126 

Piece Prices Do Not Pay Regular Reward for Efforts .,.126-127 

Index of Actual Average Hourly Piece Work Earnings of One Piece Work Gang. Gang of Seven Men 

Remained Unchanged, 1917-1919. 127-129 

Statement Showing Cars on Which AVork AA r as Done, Hours Worked, Amount Received and Average 

Hourly Earnings Made by H. D. Bowen..129 

Statement Showing Cars on AA r hicli AA r ork AVas Done, Hours AA T orked. Amount Received and Average 

Hourly Earnings Made by J. R. Gillespie....130 

Statement Showing Cars on AVhich Work AA r as Done, Hours AATorked, Amount Received and Average 

Hourly Earnings Made by S. C. Alexander...131 

Statement Showing Cars on Which Work Was Done, Hours AVorked, Amount Received and Average 

Hourly Earnings Made by Frank Chapmen.132 

Resulting Demoralization . 132-136 

Piece AA r ork in Practice.136-137 

Section 2—Analysis of Piece AVork as a Method of Payment for Freight Car Repair, N. Y. C. Lines AA T est.138-158 

Time Required and Average Compensation. .138-139 


( iii ) 















































Page 


Renewal of Coupler.. ... ....139 

Table 1—Time Required to Renew One 5x7x8% in. Coupler on 4Q ft. Wood Box Car of 40 Ton Capacity . .140 

Table 2—Time Required to Splice Two Center Sills on Same End of IV 30 Ton Stock Car.141 

Table 3—Time Required to Renew Side Posts and Side Braces on 40 Ton Box Car.142 

Table 4—Time Required to Renew Draft and Center Plate Bolts on Loaded 40 Ton Box Car.143 

Table 5—Time Required to Renew One End Sill and to Splice Two Draft Sills on 36 ft. Box Car of 

40 Ton Capacity...144 

Table 6—Time Required to Renew End Sill on 36 ft. Box Car.145 

Table 7—Time Required to Renew Two Center Sills, Two Draft Timbers, One End Sill and One Buffer 

Block on Rodger Ballast 3-A N. Y. C. Car.146-147 

Table 8—Time Required to Renew End Plate on 36 ft. 40 Ton Wood Box Car.148 

Table 9—Time Required to Renew One Center Sill from Below 36 ft. 40 Ton Wood Box Car.149-151 

Table 10—Time Required to Splice Two Center Sills and to Renew Two Draft Timbers, One Deadwood, 

One End Sill and One End Sill Plank on N. Y. C. 40 Ton Coal Car.152-153 

Table 11—Time Required to Renew Two End Posts, Two End Braces, Two Corner Posts, One End Plate, 

Entire End Lining and Entire End Sheathing on 36 ft. 40 Ton Box Car.154-155 

Table 12—Time Required to Renew Two Center Sill Splices on Class 1-Y 30 Ton Box Car.156 

Table 13—Time Required to Remove Wooden Roof and Wooden Ends and to Apply XLA Roof, Two 

Steel Ends and a Repaired Steel Underframe on N. Y. C. 40 Ton 36 ft. Box Car..157-158 


Section 3—Analysis of Piece Work as a Method of Payment for Freight Car Repair, Pennsylvania Railroad, 


Lines West . j .158-176 

Table 14^-Time Required to Perform Specified Repairs on G. L. A. 50 Ton Car. Pennsylvania Rail¬ 
road, Columbus, Ohio...160-162 

Job No. 1—Coupler Friction Draft Gear Removed and Renewed.160 

Job No. 2—Center Sill Bent Vertically in Front of Bolster. “A” End of Car Straightened.160 

Job No. 3—Center Sill Bent Vertically and Laterally Front of Bolster. “B” End of Car Straightened. .161 

Job No. 4—End Sill Top and Face Straightened.161 

Job No. 5—Bulged-in End of Car Straightened.162 

Job No. 6—Drop Doors Cleaned Out, Shaft Adjusted and Wound Up.162 

Table 15—Reconstruction of Pennsylvania XL Box Car .163-164 

Table 16—Time Required to Build Steel Underframe on Class XL 50 Ton Box Car.164-165 

Table 17—Time Required to Perform Certain Specified Heavy Repairs on Class G.N. Gondola Car.166-167 

Table 18—Time Required to Perform Specified Heavy Repairs on G.S.D. 50 Ton Steel Car.169-170 

Table 19—Time Required to Perform Specified Repairs on Class G.P. 50 Ton Steel Car.171 

Table 20—Time Required to Rebuild G.L. 50 Ton Car .172-173 

Table 21—Time Required to Apply Modified Door Channels, Cord Angles and Inside Gusset Wings to 

Class H-21 Car .174-175 

Table 22—Time Required to Remove and Renew One Bolster' and One Spring Plank, Including One 

Arch Bar on Pool Line Arch Bar Truck Car. Pennsylvania Lines West.175-176 


Section 4—Analysis of Piece Work as a Method of Payment for Freight Car Repair—Pennsylvania Railroad, 

Lines East . 176-204 

Specified Repairs to Class G.Ii. Steel Underframe 50 Ton Gondola.177-178 

Removing and Replacing Six Draft Bolts in Class G.N. 40 Ton Wood Hopper Car Loaded With Coal.178 

Table 23—Time Required to Perform Specified Light Repairs to Class X-23 Steel Frame Box Car.178-180 

Specified Light Repairs to Arch Bar Truck.180-181 

Table 24—Light Repairs to 70 Ton Steel Car.181-183 

Table 25—Specified Repairs to Wood Hopper Car.184-186 

Table 26—Time Required to Make Specified Light Repairs to Loaded 40 Ton Box Car.187-188 

Table 27—Time Required to Carry Out Assignment on Class X-24 50 Ton Box Car.189-190 

Table 28—Time Required to Perform Specified Repairs to Wooden Box Car.191-192 

Table 29—Time Required to Perform Specified Repairs to 50 Ton Arch Bar Truck Under Class G.R. Steel 
Underframe Gondola, Showing Time of Two Men. Piece Work Prices as of 1918, Pennsylvania Lines 

East . 192-194 

Table 30—Time of Three Men Required to Perform Specified Heavy Repairs to G.S.D. Steel Gondola... 194-196 
Table 31—Time Required to Renew Two Center Sill Splices on 40 Ton Wooden Box Car. Pennsylvania 


Lines East 


.197-199 


Table 32—Time Required Under Varying Condition by Three Men to Perform Specified Heavy Repairs 

to Class H-21 70 Ton Steel Hopper Car.;.* 200-201 

Table 33—Time Required by Two Men to Perform Under Varying Conditions Operations Specified, 

Heavy Repairs to G.R. 50 Ton Steel Underframe- Gondola ..202-203 

Table 34—Time Required by Two Men to Perform Under Varying Conditions the Work Specified,” 

Heavy Repairs to G.R.S.U. 50 Ton Gondola....203-204 


Section 5—Analysis of Piece Work as a Method of Payment for Freight Car Repairs, Norfolk & Western 

Prices Cover Work Not Paid for. 

Dust Guards Applied to Bettendorf Side Frame Truck ... 

Application of Third End Plank from the Top, Separately .. 


204-211 

205 

205 

205 


( iv ) 


















































Schedules Apply to Various Conditions at Various Points .205 

Variation in Size and Construction Not Allowed for .205 

Application of Corner Post, Wood Frame Box Car.205 

Application of Side Plates to Box Car.205 

Price Differentials Do Not Correspond to Differences in Work..206 

Attempts to Render Piece Work More Workable Cannot Succeed .206 

End Sill Job on Steel Underframe Hopper Car.206 

Table 35—Time Required to Remove and Replace Wooden End Sill on 50 Ton H.J. Steel Underframe 

Hopper ..206-207 

Table 36—Time Required to Frame and Apply Five End Planks to 50 Ton G.I. Gondola.207-208 

Table 37—Time Required for Specified Repairs to 42 y 2 Ton Arch Bar Truck G.G.208-209 

Table 38—Time Required to Apply One End Sill, One Lift Rod and Two Center Sill Splices on 40 Ton 

Wood Frame Box Car. 209-210 

Table 39—Time Required to Apply Corner Post, End Plate, False End Sill and New End Fascia to 30 

Ton Box Car..211 

Section 6—Analysis of Piece Work as a Method of Payment for Locomotive Repairs, Pennsylvania System.211 

Table 40—Stripping the Locomotive. .213-220 

(a) Brake Mechanism Removed..213-214 

(b) Driving Rods and Wheels Removed..215 

(c) Valve Gear, Piston Guides and Cylinders Removed .215-216 

(d) Throttle, Mechanism, Safety Valve, Injector, Steam Valves and Gauges Removed.217-218 

(e) Front End, Steam Pipe, Exhaust Box Removed and Boiler Lifted Off.'.218 

(f) Miscellaneous Castings Removed ....219 

(g) Miscellaneous Parts Removed ..220 

Table 41—Assembling the Locomotive..220-235 

(a) Preparations for Replacing Boiler.;.220-223 

(b) Cylinder Bored and Bushed and Piston Replaced .223-224 

(c) Facing Bushing and Squaring Valve..i.224-225 

(d) Certain Jobs Connected With Wheeling a Locomotive, Lining It Up and Valve Setting.225-227 

(e) Trailer Rigging and Miscellaneous Castings Replaced .227-228 

(f) Brake Rigging Replaced.228-229 

(g) Steam Pipe and Exhaust Box Replaced.229-230 

(h) Time Required for Certain Work on Superheater Parts ...230-231 

(i) Throttle Valve Mechanism Replaced....231-232 

(j) Safety Valve and Injector Replaced...232 

(k) Time Required for Work Connected with Electric Headlight Generator. .....233 

(l) Miscellaneous Parts Replaced .234-235 

Analysis of Jobs in Machine Shop, Columbus, Ohio.235 

Table 42—Repairs to Locomotive Parts.235-245 

(a) Time Required to Repair Air Pump, Starting Valves or Cocks.235-236 

(b) Time Required to Repair 2 in. and 2 y 2 in. Injector Starting Cocks.236-237 

(c) Turning Tires on Driving Wheels...237 

(d) Removing Tire .238 

(e) Class H-10, Returning Tire on Boring Mill....238-239 

(f) Putting on Tire With Crane.239 

(g) Remove Steel Hubliner from Wheel Center.239-240 

(h) Cutting Out Hubliner, Bronze.240 

(i) Turning Main Crank Pins (Mounted).240-241 

(j) Drill and Center Axle Mounted—Two Men.241 

(k) Laying Off Axle for Key way.242 

(l) Press Wheel on Axle, E-2 Trailer—Two Men.242 

(m) Pressing Gear Wheels Off of Shaft.242-243 

(n) Stamp Crank Pins.243 

(o) Stamping Axles .243 

(p) Fitting Up and Bolting Steel Liners on Wheel Center .244 

(q) Weighing Wheels for Counterbalance.244-245 

(r) Clean and Stencil Counterbalance.245 

Recapitaulation .245 

PART III—COMPARISON OF LOCOMOTIVE REPAIR COSTS ON PIECE WORK AND TIME WORK RAILROADS. 

Section 1—General Conclusion as to Comparative Economy of the Two Methods o.f Payment.....249-251 

Excessive Cost of Piece Work as a Method of Payment ..249-250 

Comprehensive Nature of Data Analized.250-251 

Summary Chart Shows Piece Work Uneconomical.251 

Comparison of Piece Work and Time Work Methods of Payment on Basis of Locomotive Repair Costs, 

1912-1917 Inclusive.252-253 





























































Page 

Section 2—Comparative Economy of the Two Methods of Payment Tested on the Basis of Various Standards... .254-269 

Comparison by Years Shows More Rapid Increase in Cost on Piece Work Roads.254 

Comparative Economy of Piece Work and Time Work Tested by Cost of Locomotive Repairs Per Loco 

motive..>.254-255 

Comparative Economy of Piece Work and Time Work Tested by Cost of Locomotive Repairs Per Loco¬ 
motive Mile ......256-257 

Comparative Economy of Piece Work and Time Work Tested by Cost of Locomotive Repairs Per Thou¬ 
sand Pounds of Tractive Power Per Mile.258-259 

Comparative Economy of Piece Work and Time Work Tested by Cost of Locomotive Repairs Per Ton- 

Mile of Revenue.260-261 

Comparative Economy of Piece Work and Time Work Tested by Cost of Locomotive Repairs Per Thou¬ 
sand Car Miles. 262-263 

Comparative Economy of Piece Work and Time Work Tested by Cost of Locomotive Repairs Per Thou¬ 
sand Ton Miles of Load.264-265 

Comparative Economy of Piece Work and Time Work Tested by Cost of Locomotive Repairs Per Thou¬ 
sand Freight Train Miles.. • .266-267 

Comparative Economy of Pieec Work and Time Work Tested by Cost of Locomotive Repairs Per Thou¬ 
sand Passenger Train Miles. 268-269 

Section 3—Comparative Costs According to Various Standards Shown Year by Year.270-283 

Comparative Economy of Piece Work and Time Work Shown Year by Year.270-271 

Comparison of Piece Work and Time Work Methods of Payment on Basis of Locomotive Repair Costs, 

1912 .272-273 

Comparison of Piece Work and Time Work Methods of Payment on Basis of Locomotive Repair Costs, 

1913 . 274-275 


Comparison of Piece Work and Time Work Methods of Payment on Basis of Locomotive Repair Costs, 

1914 . 276-277 

Comparison of Piece Work and Time Work Methods of Payinent on Basis of Locomotive Repair Costs, 

1915 .278-279 

Comparison of Piece Work and Time Work Methods of Payment on Basis of Locomotive Repair Costs, 

1916 .280-281 

Comparison of Piece Work and Time Work Methods of Payment on Basis of Locomotive .Repair Costs, 

1917 .282-283 


Appendix I—Supplementary Data from Pennsylvania Piece Work Exhibit.285-295 

Appendix II—Piece Work Schedule of Prices for Repairs to Freight Equipment Cars, Pennsylvania Railroad 

Co., Lines East of Pittsburgh..297-350 

Appendix III—Piece Work Schedule Covering Repairs to Freight Cars at All Points—Lines West, N. Y. C. 

Railroad Co. 351-403 

Appendix IV—Selected Piece Prices for Locomotive Work, Pennsylvania Railroad Company.405-456 

Appendix V—Cars Repaired and Average Piece Work Rating for Gang No. 5 at Lucknow Car Shops, Penn¬ 
sylvania Railroad, for Year 1917. 457-478 

Appendix VI—Locomotive Valve Setting.479-495 

Appendix VII—Interstate Commerce Commission Statistics Concerning Locomotives.497-506 

Appendix VIII—Interstate Commerce Commission Statistics Concerning Ton, Car and Train Mileage.497-506 


v 



9 




( vi ) 




























Introduction 


IMPORTANCE OP THE PROBLEM. 

The problem of piece work has been before the industrial world for nearly a generation. Wherever it has ap¬ 
peared it has been one of the major issues in industrial relations. Employers have become strong advocates of the 
method of management known as payment by results, ofwhich piece work is a part. Employes on both sides of 
the Atlantic have shown bitter opposition to the introduction of this method. Careful study of the opposition re¬ 
veals the fact that it is of a different nature from the opposition to other features of the present wage order. Em¬ 
ployes, who can not be classed as radical in any sense of the word, line up in opposition to piece work as to 
something anti-social. It is apparent that men forced to work under the system feel that it undermines the basic 
factor in the finer human association,—sincerity, honesty, faith, or whatever it may be called. In other words, the 
worker feels toward piece work the same instinctive opposition that a business man would feel toward the introduc¬ 
tion of methods which undermine general credit. All human association rests on credit in one form or another. The 
employe, who has known piece work, feels that it is an insidious system which undermines the credit upon which 
two things vital for his life depend: 

1. Association in the shop involving real co-operation among employes and between employes and manage¬ 
ment. This is necessary to economical production. 

2. Association outside the shop not only as railroad employes but also as members of the larger life of the com¬ 
munity. 

Aside from the men who have worked under the system there are comparatively few who know its nature. 
Piece work has always been to a certain extent shrouded in mystery. Its secrets have been protected by the sim¬ 
plicity of its dogma or theory, “Payment for service rendered.” The very statement that the object of the system is 
to pay an employe for the amount of skill and effort which he renders society through his emplo 3 'er seems to carry 
complete justification. Representatives of management appearing before the Railroad Labor Board expressed this 
point of view in such phrases as, “it does not take any figures to prove to any of us, etc.” and “An appeal to our 
common experience in itself ought to be sufficient proof, etc.”* Since its inception phrases of this kind have served in 
lieu of proof insofar as the public has been concerned. As a result, industrial annals contain practically no record of 
investigation covering the real practice and results of piece work taken as a whole. Few people outside of the men 
who have worked piece work are in a position to say with authority whether piece work actually pays an employe in 
proportion to the service rendered. Can a system be devised which can accurately appraise the value of an individ¬ 
ual to society, down to fractions of a cent paid for units of product? 

But this is not the major issue here. The question to be decided concerns concrete application of the system 
to railroad shop work and the broad social effects of such application. For the first time the railroads have been 
called upon to justify before the country the restoration of a system which is bitterly opposed by men who could 
probably average higher earnings if it were restored. 

MANAGEMENT HAS FAILED TO ESTABLISH RELATIONSHIP BETWEEN PRODUCTION AND PIECE WORK. 

The first part of this exhibit contains a detailed analysis of the most important exhibits presented by manage¬ 
ment. These exhibits are important not only because they demonstrate that the charges made by the railroads are 
founded upon misinterpretation of the facts, but also because they furnish valuable data upon which a constructive 
study of the situation can be based. 

The surprising fact which appears as the result of such analysis is that the railroads have in reality offered 
nothing with a real bearing upon the problem of piece work. Neither piece price schedules nor examples of their 
application, nor any real piece work records have been presented. 

The railroads have assumed that the only issue involved was the question of production. And apparently they 
were so convinced by the formula “incentive to production” that they assumed that any data offered could be counted 
upon to prove that the removal of this incentive led to a decrease in production. 

The analysis of the data contained in their exhibits proves the fallacy of this cynical attitude. Much of the 
data, upon investigation, proves to be hand picked, obviously the work of subordinates eager to find the proof desired. 
In other words, the instances cited do not represent actual conditions. But the data which may really be treated as 
representative shows that changes in production were responsive to conditions other than the establishment of regu¬ 
lar guaranteed earnings. In instances where these conditions were not present production actually increased. 

To indicate the facts brought out in the railroad exhibits, they might be summarized as follows: 

1. The elaborate compilations of average hourly piecework earnings show that increases in piece work earnings 
reflect decreases in the number employed and that decreases in piece work earnings reflect increases in number 
employed. Further analysis shows that the chief factor in the sudden drop in average piece work earnings was the 


*“It does not require any figures to prove to any of us that the average man under normal conditions, day in and 
day out will exert himslf more if rewarded in proportion to his efforts than he will if he receives a flat daily wage. 
4n appeal to our common experience in itself ought to be sufficient proof that under a fair piece work schedule the 
overwhelming majority of workers will produce more than they will under a corresponding flat daily wage. It is too 
much to expect of the average man that he will exert himself beyond the efforts of the less efficient men when he 
realizes that no premium or consideration is given him in the form of wages for his additional skill or output.” 

( vii) 


i 



abrupt reduction in the. proportion of experienced men in the shop. Investigation also developed the fact that num¬ 
erous extras included in piece work earnings up to the establishment of the guaranteed rate were not included there¬ 
after. 

2. Specific information showing production of cars and locomotives for individual shops shows as much evi¬ 
dence of increase in actual work turned out as it does of decrease. 

3. The numerous instances showing the increased time required to perform specific operations, upon investiga¬ 
tion, prove to reflect shop conditions characteristic of railroad work irrespective of the methods of payment. The 
same variation would be found in the time required during any single year. In many cases these data prove to be 
examples of the inapplicability of piece work to the repair of railroad equipment. In other instances changes in ma¬ 
chinery, in shop organization, in the size of equipment and in the hardness of the material, and the fact that less ex¬ 
perienced men are now doing the work proves to be the explanation of the apparent decrease shown. 

Altogether the compilers of the railroad exhibits have assumed that which was to be proved. They have failed 
to examine their data to ascertain whether the changes shown were actually related to the change in method of pay¬ 
ment. And especially have they failed to deal with the larger aspects of the problem which are covered in the 
second part of this exhibit. 


THE DEMORALIZING EFFECT OF PIECE WORK. 

The Second Part of the Exhibit contains a thorough analysis of the practice of piece work in railroad shops, 
both car and locomotive. This analysis tests the pretension of piece work, that it rewards a man in proportion to his 
skill and effort, and finds it wanting. Hundreds of jobs and operations are described in exactly the form in which 
the railroad mechanic meets them. The time required to perform each job is shown in terms of various concrete 
conditions characteristic of railroad shop work. The conclusions resulting from this analysis are unequivocal. They 
demonstrate the fundamental soundness of the instinctive opposition of employes to this method of management. 

From this analysis it appears that prices are arbitrarily fixed for jobs although the time required to perform 
these jobs can not be established in advance. Piece work schedules are presented to show the refinements to which 
pretended ability to make prices sensitive to the effort required for a job can be carried. These piece prices, some 
of which are graduated to thousandths of a cent, are applied to work where rust and damage may alter the time re¬ 
quired by minutes and even hours. And the result shows conclusively the truth of the admission of one represen¬ 
tative of management that under piece work it was a daily occurrence for harder work to win lower average earn¬ 
ings. 

Piece work is shown to mean fluctuation in average earnings wholly without the control of the employe. It is 
shown to involve arbitrary interpretation including the demoralizing practice of charging for work not done. To 
both supervisor and employe piece work is a system which pays for work which is not done in order to compensate 
for work which is done but not paid for. This practice, which alone makes it workable, destroys the relationship be¬ 
tween production and earnings for which the railroads contend- 

In short this examination of piece work in practice shows conclusively that a piece price list can not be made 
for railroad shop work which involves the removal, repair and replacing of parts. 

As the real facts concerning the practice of piece work come to light it appears amazing that the railroads are 
not the first to recognize the economy of maintaining honesty and self-respect in their shop organizations. It can 
only be assumed that management has also been the dupe of a plausible phrase which it has never tested. The alter¬ 
native would be to believe that the corporate power behind management is desirous of demoralizing the employes in 
order to undermine the elements of confidence which make possible fine human association. If this should be the 
case the final part of this exhibit shows the price which they are willing to pay for it. 

PIECE WORK EARNINGS AND FATIGUE. 

There is one variable factor, tending to cause fluctuation in an employe’s earnings which is not referred to in 
the subsequent pages. Here it will be merely suggested in order that future investigations may not fail to cover it 
more fully. This is the matter of fatigue. 

Many of the variable factors covered in Parts II and III are primarily characteristic of jobs involving removing, 
repair and replacing of parts. But fatigue is a factor causing variation in the rate of production even in the most 
repetitive of manufacturing processes. Piece work should be viewed as a system which pays men less for the eighth 
hour of work than for the second or third or fifth or sixth hour; as a system which pays a man less for each hour of 
work that he consents to work overtime; as a system which pays a man constantly less from day to day and week 
to week if he works longer hours than are humanly good and so accumulates fatigue. A long steady grind of faithful 
service to the employer may mean under the system that each day the employe will get up and go to work with 
decreased earning capacity, until he finds himself in a vicious circle where decreasing average earning power drives 
him to accept longer and longer hours, thus increasing his rate of physical deterioration, until his fatigue reaches the 
point of breakdown, illness, accident or discharge. 

The following instances chosen from the Public Health Bulletin No. 106 of the U. S. Public Health Service will 
serve to illustrate this. 


( viii) 


In a plant working on a ten hour day basis, one operation involves the filing and smoothing the bottom of the 
bottom closing screw of a fuse. As the result of forty-one observations, covering a period of fourteen days, it 
developed that the maximum hourly production in this work was reached during the sixth hour of the day. The 
variation from this during the other hours is shown by the following index numbers: 


Hour of Day 
First hour ... 
Second hour . 
Third hour .. 
Fourth hour . 
Fifth hour .. 
Sixth hour ... 
Seventh hour 
Eighth hour . 
Ninth hour . 
Tenth hour .. 


Index of Production 

. 93.6 

. 88.6 

. 83.2 

. 86.5 

.. 68.6 

. 100.0 

. 85.6 

. 73.2 

. 74.0 

. 54.3 


From this it would appear that if the price was set on the basis of the production of a given worker for any 
one hour this price would be unjust for other hours of the day. And it should be emphasized that fatigue on heavy, 
monotonous work accumulates from day to day, so that the maximum and the average may steadily decrease. 

But, of especial interest, is the effect of overtime upon the employe’s earnings. If it is assumed that the employe 
was working on an eight hour day basis, then the last two hours would represent overtime worked, presumably, at 
the request of management. For the eight hour day the employe’s average hourly production would amount to an 
average of approximately 85 per cent of the maximum hours, whereas during the overtime hours it would fall to an 
average of approximately 64 per cent. If payment for overtime was only on a straight time basis this would mean 
that for the additional hours which the employe places at the service of management, he receives approximately 25 
per cent less than his average rate for the regular day and 36 per cent less than his rate for his best hour. Even 
with punitive time and one-half payment for overtime, his average for the hours which are really worked as a favor 
to management would be less than that earned in his best hour and only approximately 13 per cent above the average 
for the regular day. It should be noted that the last hour shows an average production of only 54 per cent of maximum. 
Punitive time and one-half for this hour would leave the employe’s earnings for this hour still considerably short of 
his average for the regular day. And this decreasing productivity is due simply to the nervous and muscular fatigue 
arising from continuous work. 

Similarly in the case of a twelve hour night shift, 117 observations of the operation of facing, drilling and ream¬ 
ing, covering a period of thirty-two days, showed the following variations in production from the maximum attained 
in the third hour: 


Hour of Day 
First hour 
Second hour .. 
Third hour ... 
Fourth hour .. 
Fifth hour 
Sixth hour .... 
Seventh hour . 
Eighth hour .. 
Ninth hour ... 
Tenth hour ... 
Eleventh hour 
Twelfth hour . 


Index of Production 

. 84.7 

. 96.3 

.. 100.0 

. 97.2 

. 96.3 

. 91.2 

. 92.6 

. 95.8 

. 93.5 

. 90.7 

. 83.8 

. 59.3 


Here again on a straight time for overtime basis the average earnings of the employe for four overtime hours 
would amount to only 81.8 per cent of maximum as compared with 94.2 per cent, which is the average for the first 
eight hours. In other words, the overtime hours would average 13 per cent below the average for the regular eight 
hours. The last hour again shows such fatigue that the employe could not- average as much as he did during the 
regular day, even with punitive time and one-half payment.' 


Again in the case of a job involving the drilling of three holes, the employe could maintain an average of only 
65 per cent of the maximum as contrasted with an average of approximately 90 per cent for the first eight hours. The 
last hour shows an average production of only 41 per cent of the maximum. 

It is not here assumed tMt these instances afford an exact picture of the effect of overtime worked after a basic 
eight hour day. Arrangement of hours and intermissions would cause some variation. But the broad facts revealed 
are true. They show that piece work penalizes the employe in two ways for working long hours, whether regular or 
through overtime. He is penalized to the extent that his recreation and home life are curtailed. He is penalized to 
the extent that his average hourly earnings for the excess hours do not compensate him for the effort which they 
represent. 

Finally, it should again be emphasized that fatigue becomes cumulative when long hours are worked. In other 
words, under piece work payment, an employe working intensively over a long stretch will progressively earn lower 
and lower wages, due to the very expenditure of effort which piece work is supposed to stimulate. 


(ix ) 
























In the long run the employe who holds himself to a steady production which does not put an unwarranted strain 
upon his body, that is, the man who works conscientiously as he would under day work, will usually make out best 
under piece work. To a well organized plant this kind of work is far more important than the hectic efforts of a 
few individuals stimulated by the apparent rewards of piece work. 

Piece work, in reality, absolves both management and employes' from the necessity of co-operating to maintain 
those conditions essential to satisfactory operation of a plant or industry. 

THE EXCESSIVE COST OF PIECE WORK. 

The final part of the exhibit contains an analysis of Interstate Commerce Commission data for the six pre-war 
years, 1912-1917 inclusive. The results of this analysis established beyond question the fact that on every basis of 
comparison it cost the Railroads which repaired locomotives on a piece work basis more for the same amount of w r ork 
than it cost the Railroads whose locomotive shops were operated on an hourly basis. 

The average cost of locomotive repair for the North-Western roads was taken as representative of the day work 
roads and was compared with the average cost of locomotive repair on the Allegheny roads as representative of the 
piece work roads. The comparisons were made on the basis of locomotives in service, locomotive miles, locomotive 
tractive power miles, train miles, both freight and passenger, freight car miles, ton miles, and ton miles including 
the weight of the car. Every comparison was favorable to the roads which did this work on a day work basis. 

The excess of average cost of locomotive repair on'the piece work roads over the cost of similar work on the 
day work roads was equivalent for the 6-year period to approximately 31 per cent. For a single year of the pre¬ 
war period the Railroad Administration found the excess cost of the work on the roads working piece work to 
amount to approximately 20 per cent. Mr. McManamy in commenting upon this investigation spoke as follows: 

“We investigated the cost of repairs to locomotives under the piece work and the day work system on different 
railroads, but different railroads are not always representative because of different conditions in shops, grades 
and facilities generally. We felt that if we could make the investigation cover more than two railroads it would 
be more nearly representative. Therefore, we made an investigation through the Interstate Commerce Commission’s 
records of the cost of locomotive repairs in two entire regions, each of which operated slightly over 8,000 locomo¬ 
tives. 

“In one of them the repair work was largely done on a piece work basis. In the other the shop work was 
entirely done on a day work basis. Both regions operated heavy power. Both regions operated mountain divisions 
as well as level divisions. So that taking them as regions we had more nearly a comparable situation than could be 
obtained on two railroads. 

“We made the investigation, or made the check rather, based on first the cost per locomotive mile. That did 
not take into consideration the difference in the size of locomotives. Therefore, we reduced it to the tractive 
power, using that as the unit in the two regions, which, so far as we have been able to determine, represents the 
fairest basis on which a comparison of either the performance or the maintenance of locomotives in two regions can 
be made. \ 

“I have forgotten the period covered by this check, but briefly it showed that the repairs to locomotives on 
the day work basis, taking over 8,000 locomotives into consideration, and comparing on the basis of a thousand 
pounds of tractive power miles, were made in the region operating on the day work basis something like 20 per 
cent cheaper than they were on the piece work basis.” 

Mr. McManamy also called attention to one of the underlying reasons for the excess cost of repair work on 
piece work roads. In answer to the following question of a member of the Board, “If the figures taken for the 
Allegheny region should indicate that there was increased productivity under piece work during 1917, as compared 
with the time after it was abolished, would you say that it was a good thing to be maintained on the railroads?” 
he said: 

“No, because increased productivity is not the sole thing to be aimed at in road operation. Increased pro¬ 
ductivity is the whole argument in favor of piece work. No one who has carefully studied piece work, that I have 
ever heard, has said that it could be done at a less cost, because the very basic figure of piece work is an increase 
in the price per piece to get the man to work piece work. That was the recommendation of the Regional Directors’ 
Committee which met with the representatives of the shop crafts to prepare a national agreement, that the basic 
price for piece workers should be 30 per cent greater than the hourly rate in order to get the men to work piece 
work; and our investigations indicate that the first step toward the installation of a piece work system is to de¬ 
termine how much per piece it costs to do work, and then add to that an arbitrary amount varying from 20 to 30 
per cent, and hold that up as the inducement for the men to work piece work. The only return they get from piece 
work, so far as my investigations have been able to show, is a possible, and perhaps questionable, when you come 
to consider the character of the work, increase in productivity per individual.” 

The excessive earnings given to employes to get them to work piece work are in the nature of a bribe which, as 
will be shown later, is given, not to all, but to the few who are willing to go along and play the game. It is the 
price which certain corporations are willing to pay to get men to work under a demoralizing system. And one of the 
extraordinary evidences of the fundamental fineness of human character is that the employes of the railroads have 
three times voted almost solidly against a system which comes offering larger earnings. 


GENERAL. CONCLUSIONS. 

The subsequent pages contain full evidence in support of the general statements made above. They represent a 
comprehensive study of the problem of piece work including an examination of the arguments in its favor, the 
nature of the system, and its comparative economy. In very brief it appears that piece work in railroad shops 
does not live up to any of its pretensions. It does not result in increased production. It does not make for econ¬ 
omy. It does not reward an employe in proportion to his skill and effort. The corrolaries of an attempt to keep up 
a lie are an endless chain of lies. So, the fact that piece work is put forward as something other than it is, starts 
a process of demoralization which spreads out tainting the associated effort of all working under its influence. 

The issue is deep enough so that the most thorough investigation of facts must be substituted for phrases, how¬ 
ever plausible they may sound. It is an issue which involves not only the successful operation of railroad shops 
but also the character of citizenship. 


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PART 1 

ANALYSIS OF EXHIBITS PRESENTED BY RAILROADS 



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Part I 


Analysis of Exhibits Presented by Railroads 

SECTION 1. GENERAL SURVEY OF EXHIBITS SHOWING DECREASE IN AVERAGE PIECEWORK EARN¬ 
INGS FOLLOWING ESTABLISHMENT OF GUARANTEED RATE. 

The most extensive exhibits presented by the railroads in support of piece work showed the average hourly piece 
work earnings of individuals, gangs and shops before and after the establishment of the guaranteed hourly rate which 
to all intents and purposes abolished the spur to effort supposed to be latent in piece payment. The exhibits of this 
type presented by the two leading piece work roads, the New York Central and the Pennsylvania, are the only ones 
which present consecutive data. These are analyzed in the subsequent pages with a view to discovering the real 
significance of their contents. 


SUBJECT MATTER OF THESE EXHIBITS. 

The point in these exhibits to which the representatives of management directed attention was the drop in the 
average hourly piece work earnings following the establishment of the guaranteed hourly rate. This they interpreted 
as meaning a drop in the effort expended by the shop forces resulting directly from the removal of the whip of piece 
work. From this they argued that the abolition of piece work resulted in a decrease in the morale and efficiency of 
the shop forces which only the restoration of piece work as a method of payment can restore. 

These exhibits do show considerably lower average hourly piece work earnings during the latter part of 1918 as 
contrasted with the payroll periods in the first half of the year. They also contain enough additional information to 
indicate the most important explanation of this condition. The analysis of the data presented, which is contained in 
subsequent pages, tends to refute not only the claims of the railroads as to the effect of the abolition of piece work 
but also the whole case which they have presented to the country concerning the reduced efficiency of the shop force 
following the establishment of human standards in the industry. The data, which the railroads presented, goes far 
toward refuting the charges which they have made against the United States Railroad Administration. 

In passing it should be stated that in these exhibits the representatives of management claim to compare the 
average earnings of the same employes during the two periods covered. In reality they have included in their aver¬ 
ages for the period following the abolition of piece work hundreds of beginners and learners, whose average ability 
as gauged by the average hourly piece work earnings, shown in the exhibits, varied all the way from a half down to 
one-fifth of the average ability of the older employes of the shop force. A mere correction of their statistics with a 
view to the honest interpretation of their statements would go far toward reducing the decline in average hourly 
piece work earnings to a relatively negligible factor. 

The data which they have presented in these exhibits is far too important an indication of conditions on the 
railroads in 1918 to be passed over without constructive analysis. It is important to show that this data does not sub¬ 
stantiate their case in favor of piece work, but it is perhaps more important to use the data which they have 

presented to show the real factors which were operating. For over a year now the railroads have presented to the 
country through a most elaborate publicity program, a propaganda tending to discredit the war-time operation of the 
railroads by the government as well as the honesty and patriotism of the employes of the railroad. Prior to the 
presentation of their case before the Railroad Labor Board, management was largely in control of the facts in the 
case, for which reason this propaganda could meet with little refutation aside from categorical denial. In presenting 
their case before the board, however, they have shown the data upon which they are basing their charges. Correctly 
analyzed, this data will be showrn to warrant conclusions far different from those reached by railroad management. 
It will appear that their entire propaganda rests upon an insecure foundation. In certain instances it will be 

apparent that their charges apply less to the railroad administration and the employes than they do to management 

itself. On the whole it is a revelation of managerial policy during government control, and their unwarranted use of 
statistics would seem to indicate either an innocent belief that any data thereon would support their contentions or 
a wilful misleading of the public. 


CONCLUSIONS DRAWN BY RAILROADS FROM EXHIBITS ARE INCORRECT. 

The data contained in the two exhibits under consideration, when thoroughly analyzed, prove to have very little 
relationship to the problem of piece work as the railroads have presented it. In fact it is hardly too much to say 
that their exhibits, as presented, have no bearing one way or the other upon their contentions. Insofar as they touch 
upon piece work at all they prove conclusively that, aside from all questions of justice and humanity, the establishment 
of a guaranteed rate was absolutely essential in order to maintain adequate shop forces on the railroads. Upon this 
point the data are so convincing as to arouse the suspicion that the establishment of the guaranteed minimum rate 
was done upon the advice of the railroads themselves. The data reveal an employment policy, and the only other 
explanation of this employment policy would be a deliberate attempt on the part of the railroads to disorganize the 
shop forces, to decrease efficiency, to pad the payrolls and thus to prepare at some future day, to discredit public 
administration of the railroads. It might appear that the railroads had sanctioned the abolition of piece work when 
it suited their purposes, taking care to rig the situation in such a way as to be in a position to overwhelm oppositions 
when the restoration of piece work suited their purposes. The data contained in these exhibits show: 


3 


(1) That in the case of neither great railroad system did the beginning of the decrease in average hodrly piece 
work earnings occur simultaneously with the establishment of the guaranteed hourly rate. 

(2) That in the case of both these great railroad systems the decrease in average hourly piece work earnings 
does begin simultaneously with the beginning of a policy of filling up the working force with new and inexperienced 
employes. 

(3) That in the case of the Pennsylvania Railroad this policy began a month prior to the establishment of the 
guaranteed rate, the new men being largely carried on the payrolls as learners until the establishment of the guar¬ 
anteed rate, and that in the case of this railroad the establishment of the guaranteed rate accentuated this policy. 

(4) That in the case of the New York Central the real development of this policy did not begin until one month 
Subsequent to the establishment of the guaranteed rate. 

(5) That in the case of both railroads inexperienced men were added to shop forces far more rapidly than they 
could be amalgamated or digested. 

(6) That in the case of both railroads this resulted in raising the total number employed to such an extent that, 
according to other information, shop equipment and material supply were inadequate. 

(7) That throughout the entire period shown not only in the case of each railroad, as a whole, but also in the 
case of the great majority of shop points increases in average hourly piece work earnings are a reflection of decreases 
in the size of the payroll and decreases of average hourly piece work earnings are a reflection of the addition of new 
men. 


RAIL-ROADS TOOK ADVANTAGE OF GUARANTEED RATE. 

In other words, to sum up the conclusions warranted by the data presented, the establishment of the guaranteed 
hourly rate was taken advantage of by the railroads through the addition of large numbers of inexperienced men to 
the shop forces, which additions meant a decrease in the average experience of the force with a resufting decrease in 
average hourly earnings based on a strict interpretation of piece work schedules. 

The general facts, representing a history of employment on the railroads during 1918, which lead up to the con¬ 
clusion just stated, may be outlined as follows. 

(1) From May, 1918, to August, 1918, the shop forces on these two great systems were slowly but steadily 
depleted. This was probably due to several causes. War industries were paying wages more nearly corresponding to 
the increased cost of living. The natural leavings were probably accentuated by this fact and could not be made good 
on the existing wage basis. 

(2) By the first of August the car repair force of the New York Central had been reduced to approximately 
88 per cent of the number employed in January of that year. 

(3) The car repair force of the Pennsylvania system reached its low point during the last payroll period in June, 
when it stood at approximately 93 per cent of the force as of the first payroll period of May. 

(4) This steady decrease in the numbei* of men employed was accompanied by a steady increase in the average 
hourly earnings, almost exactly.,corresponding in magnitude to the decrease in numbers employed. The low point in 
number employed comes at exactly the date of the high point in average hourly earnings in the case of both railroads, 
July in the case of the New York Central, June in the case of the Pennsylvania. 

(5) By a remarkable coincidence the percentage increase in average hourly earnings corresponds very closely 
to the percentage decrease *in average number employed. In the case of the New York Central, the peak of average 
piece work earnings in July is 12 per cent above the average for January, 1918, while the average number employed is 
approximately 12 per cent below the average number employed in January, 1918. In the case of the Pennsylvania 
the peak of average earnings is 5 per cent above the average for the first payroll period in May, while the low point 
in average number employed shows 6 per cent below the first average. 

(6) This striking correspondence, coming before anything had been done to reduce the effectiveness of piece 
work suggests a direct relationship between the number employed in the railroad shops and the opportunity to make 
piece work earnings. Among other factors in this direct relationship, two of great importance should be mentioned, 
the .supply of such tools as jacks, horses, blocks, etc., and the supply of materials. Shortage in either of these causes 
constant waiting and an immediate reduction in average hourly earnings. Reduction in shop forces meant that the 
men who remained were able to secure the essentials of their work with less delay. 

(7) But there is another factor of almost greater importance. With a congestion of traffic, a shortage of cars, 
and an increasing demand for service, the slow diminution of the car repair forces was a matter of grave concern to 
management. Under piece work conditions with no guaranteed rate it was impossible to compete with other industry 
in hiring inexperienced men. In other words, employes new to railroad shop work could not make any earnings on 
a piece work basis. Without a guaranteed hourly rate the piece work roads were at a loss to recruit their car repair 
forces. For the payment of new men on an hourly rate comparable with those paid in outside industry would have 
been in effect discriminating against the old employes who were forced to work piece work. As a result the New York 
Central and the Pennsylvania were forced to take every possible means to holding their old men. The easiest method 
was to instruct the piece work checkers to allow the men all they claimed without any careful inspection as to 
whether the work claimed had actually been done. This was carried out. 


4 


(8) The establishment of the guaranteed hourly rate enabled the railroads to recruit their forces from men who 
could never have made earnings on a piece work basis and made it unnecessary to interpret the piece price schedule 

-leniently. Following the guaranteed rate the number employed on both great systems rose rapidly until in the case 
of the New York Central the force was over 15 per cent above the average of the first of the year, while in the case 
of the Pennsylvania the number employed in October, 1918, was over 30 per cent above the average for May of that 
year. 

(9) These figures mean that an even larger percentage of the shop forces were new men. In the case of the New 
York Central, which has furnished most detailed figures, only approximately 70 per cent of the force in the autumn 
of. 1918 had been employed during the first six months of the year. 

(10) The major importance of this fact will be seen when it is noted that the drop in average hourly earnings 
based on a piec'e work check began at exactly the time when the new men begin to dilute the old force, that each 
addition of new men is accompanied by a corresponding decrease in average earnings and that, as in the case of the 
previous decrease in force and increase in earnings, the tw~o curves vary by so nearly the same amount as to present 
a symmetrical appearance. 

(11) The significance of this fact is emphasized by an examination of the earnings of the new men as shown 
in both the Pennsylvania and the New York Central exhibit. These average far below those of the regular force, in 
many cases amounting to less than 10 cents an hour. 

(12) In the case of the New York Central it is also possible to show the direct relationship between the pro¬ 
portion of new men and the average hourly earnings in another manner. The percentage decrease in average hourly 
earnings after June, 1918, corresponds almost exactly to the decrease in the percentage of men employed during the 
first six months to the total force. Thus between June and December the percentage of old men to the total employed 
fell to 68.4, while the percentage of average hourly earnings to the average as of June had fallen to 66.5. 


SIGNIFICANCE OF THE DATA. 

The facts summarized above are shown in great detail in the series of tables and charts in this part of the exhibit. 
The data presented by the railroads is really not an exhibit in support of piece w r ork, but an exhibit covering a highly 
abnormal employment period and demonstrating the impotence of a cumbersome system such as piece work actually 
is in the face of an extraordinary situation. 

AVERAGE HOURLY EARNINGS REFLECT NUMBER EMPLOYED. 

Point by point it will be shown that with few exceptions the curve of average hourly earnings reflects the curve of 
number employed and that the sharp drop in average earnings reflects a sharp increase in shop forces representing the 
taking in of new men. At points where a considerable number of new men were taken on during the payroll period 
prior to the establishment of the minimum rate the average hourly earnings drop at that point rather than at the 
date connected with the abolition of piece work. On the other hand at points where the new men were not taken 
on until September or October the drop in average hourly earnings fails to come with the abolition of piece work but 
makes its appearance at the payroll period when the force receives the addition of new men. 

At several important shop points the average for the payroll periods following the abolition of piece work was 

actually higher than it was in January of that year. And at four shop points on the New York Central the average 

hourly earnings of the men employed in February, 1919, who were also employed in February, 1918, had actually 

increased. 

These facts show conclusively that the average hourly earnings shown by the railroads, to the extent that they 
are a measure of individual production, actually give no information relative to the effect of the abolition of piece 
w r ork, but show simply that if you dilute a shop force with inexperienced men you decrease the average earning 
capacity when checked on the basis of piece prices. 


THE AVERAGE EARNINGS OF THE EXPERIENCED MEN. 

As already stated, the average earnings of the experienced men also tended to decrease, although by no means 
so sharply as did the averages shown by the railroads. 

There are two outstanding explanations of this phenomenon. 

In the first place, the mechanics in railroad shops work in gangs or pools. The average piece work earnings of 
each individual worker are effected to a greater or less extent by the experience and ability of the other members 
of his gang. In the Pennsylvania exhibit, where the gangs are shown, the changes in the gangs are very noticeable. 
In other words not only the shops but the gangs were diluted with inexperienced employes. This was particularly 
necessary in order that the inexperienced men might gain experience through working with a seasoned mechanic. If 
piece work had been the method of payment the experienced men would have taken care to provide that this dilution 
should not affect their earnings, but with the guaranteed hourly rate neither the worker nor the management found it 
necessary to make such provision. 

In the second place the establishment of a guaranteed hourly rate made unnecessary the provision of manage¬ 
ment, already referred to, by which the mechanics were credited with all that they claimed. The decrease in average 
hourly earnings reflects in part a return to the recording of only just the amount of work actually completed by the 


5 


gang without the charging in of extras or a number of hours at an hourly rate to bring the earnings to an average 
which would hold the men satisfied. 

OTHER CONDITIONS AFFECTING VARIATION IN AVERAGE HOURLY EARNINGS. 

It is not the purpose of this analysis to contend that the number employed is the only determining factor in the 
matter of variation in average hourly piece work earnings nor is it the purpose to claim an absolute relationship as 
between the two variable factors. Other conditions responsible for the changes will be shown in connection with the 
analysis of the Chicago, Burlington & Quincy Exhibit, also in Part II. Each railroad exhibit has been examined 
from a different angle, but the general facts brought out apply to a considerable extent to all. It is here the inten¬ 
tion to show definitely that the figures offered by the railroads show far more relationship between the variation in 
Shop forces and variation in earnings than they do between earnings and the establishment of a guaranteed rate. 
The argument of the railroads as to the effect of the guaranteed rate is purely hypothetical. In the subsequent 
analysis it is shown that this hypothesis does not interpret the facts as shown and that another hypothesis does in¬ 
terpret these facts. This casts doubt upon the connection which the railroads attempted to establish between their 
data and the piece work problem and places the burden of proof upon the railroads, which have as yet offered no 
real data concerning piece work. From the close correspondence between variation in employment and variation 
in average hourly piece work earnings shown in their data, it is certainly more plausible to believe that the estab¬ 
lishment of the guaranteed rate affected average hourly earnings not directly through discouraging effort on the part 
of the men but indirectly through encouraging the employment of men who would have decreased the average man 
hour productivity of the shop irrespective of the method of payment at the time they were hired. 

THE EMPLOYMENT POLICY SHOWN. 

These exhibits, presented by the two leading railroads of the country, are then a picture of their employment 
policy during the year 1918. They show the relationship between number employed and the opportunity to earn 
high rates, between the proportion of experienced men and the average earnings of the shop. They show also that 
under piece work their forces were on the down grade and that the establishment of a guaranteed rate enabled them 
to begin to build up these depleted forces. 

In passing to a more detailed discussion of this data attention should be directed to the wild course of the hiring 
policy at certain points where the force was increased following the establishment of the guaranteed rate until it 
was several hundred per cent above the average for the first of the year. Some of these increases were too large to be 
charted. Such facts cast some doubt upon the employment policy itself. The irregularity of the forces and their 
abrupt and exaggerated inflation appear either evidences of bad management or of bad faith and deliberate purpose. 

INCOMPLETENESS OF DATA PRESENTED IN RAILROAD PIECE-WORK EXHIBITS. 

In analyzing the case presented in favor of piece work, the incompleteness of the data presented by the rail¬ 
roads has been a source of continual handicap. In fact the majority of the exhibits could be dismissed as too 
incomplete to show anything concerning the real conditions. The exhibit presented on behalf of the Baltimore and 
Ohio Railroad contains the following frank avowal of its incompleteness: 

“While there are very few items shown and no average for all shops could be arrived at from this statement, it 
corresponds with statements submitted by other roads showing a general trend in support of the claim for loss of 
productive efficiency on account of abolishment of piece work.” 

The majority of these exhibits boil down to little more than statements interpreting a few facts on the basis of 
the proposition which is to be proved. Several of them, however, contain enough data to serve as a basis for 
analysis and investigation. More complete data would merely show more completely their failure to establish the 
relationship which they claim. The exhibits presenting sufficient detail have been analyzed. Each type of exhibit 
is covered in the following pages so that it is possible to discover the underlying fallacies of the general case, for 
each type contains data not presented in the others. 

The facts developed in connection with the seven exhibits which are subjected to analysis apply not only to the 
other exhibits of the same general type but also to the exhibits of a different kind. Thus the results of the investiga¬ 
tion covering the Chicago, Burlington and Quincy exhibit serve no less as a contribution to the analysis of the 
Pennsylvania exhibit analyzed in another section. In other words Part I must be considered in its entirety as 
showing the-underlying weakness of the attempt of the railroads to demonstrate that the abolition of piece work 
brought about a general decrease in the productive efficiency of the men who had worked under it. 

In connection with the analysis of exhibits showing decreased average hourly earnings, it is not to be expected 
that every shop will show a complete and harmonious relation between average earnings and number employed. A 
few exceptional ones will seem to show little if any correspondence. This will be due to the fact that other con¬ 
ditions are also active concerning w r hich the railroads have presented no data. As an instance it may be noted 
that the Pennsylvania has developed its data by gangs. As long as the number in a gang remains constant it is, 
therefore, impossible to trace the substitution of new men for those with more experience. In many cases w T here 
the average earnings change suddenly without any change in the number employed, additional information would 
be found to show new men taking the places of former employes and a general shifting of the force to absorb the 
new men with as little dislocation as possible. This statement is warranted by data contained in the New York 
Central exhibit which is more complete. The summary chart will also be found to equalize other varying condi¬ 
tions and to show clearly the close relationship. 

Investigation also develops the fact that in the Pennsylvania shops piece work earnings were inflated by arbi¬ 
trary additions similar to those shown in the Chicago, Burlington and Quincy shops. 


6 


The few remaining exhibits, including those presented by the Chicago and Northwestern, the Chesapeake and 
Ohio, the Louisville and Nashville and the Union Pacific are of the same nature as those analyzed but are too in¬ 
complete to make analysis possible. Such of them as deal with the time required to produce certain articles or to 
perform specified operations reproduce the failure of the, Burlington exhibit to show similarity of conditions cover¬ 
ing the cases compared. Section 3, based on an extensive investigation of the Burlington exhibit, shows that such 
failure renders the conclusions valueless. 


SEC. 2 . ANALYSIS OF PENNSYLVANIA PIECE WORK EXHIBIT COVERING THE WORK OF FREIGHT 
CARMEN. 

The Pennsylvania Railroad offered an extensive compilation of data concerning the average piece work earnings 
of freight car repair gangs employed at the shop points of Lines East. The data covers the payroll periods from the 
first of May to the 15th of November. The entire argument rests upon the lower average piece work earnings shown 
after the establishment of a guaranteed rate. This decline in average hourly piece work earnings was interpreted as a 
decline in production per man hour, and as indicating a decline in the effort expended by the workers as soon as they 
were guaranteed minimum earnings. 

The following analysis of the data presented by the Pennsylvania Railroad shows that even if the decline in 
average earnings does indicate a decline in production per man hour, the production per man hour, after the establish¬ 
ment of the guaranteed rate, is the average production of shops in which the forces were largely increased by the 
introduction of men with very little, if any, experience It is a different force working under different conditions which 
is shown after the establishment of the guaranteed rate. The tables and charts in this section show that the changes 
in average hourly piece work earnings were definitely responsive to the number of inexperienced men added to the 
force. This point may be emphasized by the statement that, taken as a whole, the 1,100 odd men added after the 
establishment of the guaranteed rate were capable of averaging on a piece work basis only approximately 20 cents 
per hour in contrast with an average of the men previously hired amounting to between 43 cents and 44 cents per hour. 
In other words, the really extraordinary fact shown by this exhibit is the extent to which the carmen, employed prior 
to the establishment of the guaranteed rate, maintain their average piece work earnings despite not only the intro¬ 
duction of that guaranteed rate but also despite the handicap which is implicit in the addition of so large a proportion 
of inexperienced men. 

In other words, in offering this exhibit, the Pennsylvania Railroad has in reality presented nothing more than an 
indication of the extent to which the sudden introduction of large numbers of inexperienced men may effect the 
general level of production in a working force. As to the problem of piece work now before the Board, the exhibit 
contributes nothing at all. 

EXHIBIT DEMONSTRATES INEXPERIENCE OF MEN ADDED SUBSEQUENT TO AUGUST 1ST. 

Before taking up a detailed analysis of the various shop data presented by the Pennsylvania Railroad in its 
exhibit, data which shows a direct relationship between the hiring of inexperienced men and the average hourly piece 
work earnings, it may be well to choose a few instances from among these various shops tending to show the char¬ 
acter and experience of the new men added to the force who will thereafter be treated more in bulk. In other words, 
the following instances are given simply to show that subsequent to the establishment of the guaranteed rate the 
Pennsylvania Railroad began a new employment policy, hiring in large numbers inexperienced men whom it would 
have been impossible to hire on a piece work basis. Some of the instances cited might almost lead to the conclusion 
that the Pennsylvania Railroad deliberately padded its payrolls with inexperienced men during government control in 
order to increase costs. Whether this was the case or not the data certainly shows that the railroad took immediate 
advantage of the guaranteed rate. The railroad has urged that it was the men who took advantage of the guaranteed 
rate. From the data in the exhibit it appears that exactly the reverse is true. 

The following instances indicate that the establishment of the guaranteed rate enabled the Pennsylvania Rail¬ 
road to employ men whose average hourly earning power on a piece work basis was less than one-half of the experi¬ 
enced men during the same month. 

(1) At Altoona west bound repair tracks fourteen (14) new men were hired in the last payroll period of October. 
These show average piece work earnings of approximately 28 cents per hour, although the average for the shop includ¬ 
ing these new men amounted to 42.6 cents per hour. 

(2) At the Lucknow car shop during September five (5) new gangs composed of twenty-three men were added 
to the force. Their average hourly piece work earnings amounted to only 15.6 cents. This indicates the inexperienced 
type of employe brought into the shop after the establishment of the guaranteed rate. During the first of October 
another new gang of five was started with average hourly piece work earnings amounting to only 10.4 cents. During 
the last payroll period of October five gangs, several of which had been averaged in during previous months, were 
starred as “under instructions,” although the statistician continues to allow them to effect the general shop average. 

(3) Data from Pitcairn No. 1 repair yard shows only one sharp decline in average hourly piece work earnifigs, 
that in the first payroll period in October. During this period thirty men were taken on, appearing only in that pay¬ 
roll period. These thirty new men averaged 19.7 cents per hour piece work earnings in contrast with an average of 
57.5 earned by the rest of the shop. These men were averaged into the general Shop average. The drop in average 
hourly earnings shown was due entirely to their inexperience. If they had not been included an increase would 
have been shown instead of a decrease. 


7 



(4) Examination of the complete data for Pitcairn No. 4 repair yard shows beyond question that the decline in 
average hourly earnings was a result of the introduction of inexperienced men. In the first payroll period of June 
four new gangs totaling fourteen new men were added and averaged into the shop average. Their average earnings 
amounted to only 13.5 cents in contrast with the average hourly earnings for the rest of the shop of 46.1 cents per 
hour. Obviously it was the averaging of these inexperienced men which pulled down the shop average. By the 
first payroll period in August the number of learner gangs at the yard had risen to six, with a total of thirty-one men, 
whose average earnings were only 8.6 cents. This contrasts with average hourly earnings for the rest of the shop 
of 44.8 cents. With half the shop inexperienced this decrease in the general overage is not hard to explain. 

(5) At Verona the data shows that a slightly different policy was followed. The new and inexperienced men 
were placed in the old gangs. Members of the old gangs were taken from those gangs and new gangs were organized. 
Between September and October this reorganization of gangs was in process, with the natural result that the earnings 
of all gangs were disturbed. 

(6) During the same period (September to October) a similar reorganization of gangs was evidently under 
way at South Pittsburgh. Old men were apparently taken from gangs and new ones added. Thus the first gang was 
increased from one to four men with a resulting drop in earnings from 47.2 cents to 26.3 cents per hour. The second 
gang received at least one new man and its average hourly earnings decreased from 55.6 cents to 30.7 cents. While 
the third and fourth gangs seem to have remained unchanged and their average earnings increased. In addition to 
this general fact three new gangs appear with a total of twelve men whose average hourly piece work earnings 
amounted to only 13 cents. These are averaged into the shop average and allowed to create the appearance of a 
fair comparison with the earnings of an entirely different shop force in the previous months. 

(7) At the Sharpsburg shop twenty men added to the payroll during the last period prior to the effect of the 
guaranteed rate were classed as learners and apparently did not figure materially in the average piece work earn¬ 
ing^ of the shop. Their average earnings approximated 25 cents an hour in contrast with the 52.6 cents per hour 
average of the rest of the shop. It seems more than a coincidence that these same inexperienced men suddenly cease 
to be learners two weeks later when their earnings would tend to create the decline which it was desired to attribute 
to the guaranteed rate. During the first payroll period of August the earnings of these men were averaged into the 
total shop average, although their average earnings during that period amounted*to only approximately 20 cents 
per hour, while the average of the rest of the shop remained at approximately 50 cents. During the Second pay roll 
period in August, 12 more inexperienced men were employed whose average piece work earnings amounted to less 
than 20 cents per hour. Obviously the major part of the decline in average earnings is attributable to the addition 
of these learners. 

(8) At the Greenville shop the establishment of the guaranteed rate led the company to add nine inexperienced 
men to the force during the first payroll period. Thereafter, these men were capable of earning an average hourly 
rate of only 16 cents, or less than half the average for the shop, including them. In the second payroll period fol¬ 
lowing the establishment of the guaranteed rate the number of these inexperienced men was increased to twenty- 
three, with average earning capacity on a piece work basis of only approximately 15 cents per hour. In the following 
payroll period additional inexperienced men were taken on, bringing the total to at least thirty-two, or a third of the 
force, with average earning power on a piece work basis averaging only 17% cents per hour. This takes no account 
of changes in the old gangs and goes far toward furnishing a basis for the decrease in average shop earnings without 
reference to the establishment of a guaranteed rate, except that this rate initiated the employment policy. 

(9) In the case of the Wilmington shops, which were not charted because the increase in the force was so great • 
proportionally as to make charting impracticable, there are two points at which the average hourly earnings fell 
abruptly to a lower general level. In the first payroll period in July the level of earnings Shifts suddenly from an 
average approximating 75 cents per hour to an average approximating 41 cents per hour for the following six payroll 
periods. This exactly corresponds with the introduction into the force of forty inexperienced men whose average 
ability measured in terms of hourly piece work earnings amounted to approximately 17% cents. In other words the 
force was suddenly diluted to the extent of more than its entire original size with men able to average approximately 
one-fifth of the average earnings of the shop. 

In the first payroll period of October the average earnings of this shop again dropped to a new low level averaging 
to the end of the period shown approximately 23.4 cents per hour. This exactly 'corresponds to the introduction into 
the force of 120 additional learners. By this time 160 out of a force of 187 were learners, capable of averaging only 
15 cents per hour on a piece work basis. At the same period the men who were on the force prior to the time when the 
guaranteed rate permitted the road to load up the payroll with inexperienced men, were averaging approximately 85 
cents per hour, or gbove the average before the guaranteed rate. The hypocrisy of writing this padded payroll into 
the average for comparative purposes is extraordinary. 

(10) In the case of the Elmira shop the Pennsylvania Railroad inaugurated the new era of guaranteed hourly 
rates by taking on fourteen new gangs totaling forty-five men out of a force of 109. By the last) payroll period in 
October, sixty out of the 137 in the force were new men, two-thirds of them earning less than 20 cents per hour on 
a piece work basis. 

(11) At Olean the railroad appears to have been guilty of another one of its profound uses of statistics. 
Through the first payroll period of August eighty-five men were carried on the payroll as students and not included 
in the average for the shop. The average piece work hourly earnings of these students amounted to 19.7 cents. Dur¬ 
ing the last payroll period of the month, chasgcterized by a sharp drop in the average of the shop piece work earnings 
from 43.4 cents to 23.6 cents per hour, these students disappear and appear as a part of the shop total. Some are 


8 




evidently added to old gangs and others were made into new gangs. The additions to the force during this payroll 
period totaled more than two-thirds of the force. Average earnings of sixty-seven who stand out in new gangs were 
only 1G.9 cents per hour. Large additions to the number of inexperienced men occurred during subsequent payroll 
periods, especially during the last payroll period of September, when ten new gangs were added, a total of fifty-one men 
with average earnings of only 12.2 cents per hour. During the same payroll period several of the previously hired 
inexperienced gangs were laid off. 

I I ; 

(12) At Lewiston Junction shop the average of the six payroll periods prior to the guaranteed rate is the 
average of a single gang of four men earning an average of over 51 cents per hour. The railroad took advantage 
of the guaranteed rate to add seven gangs, totaling twenty-one men, to the force at this point. The average earnings 
of these new men was, during the first payroll period, 23.6 cents, or less than one-half of amount earned by the single 
n gang which composed the original force. To interpret this comparison of average shop earnings between the two 
periods as indicating an effect of the guaranteed rate other than that of enabling the railroad to add inordinate num¬ 
bers of inexperienced men is hypocritical. 

GENERAL FACTS SHOWN. 

The instances cited above are merely introductory illustrations of the facts which are conclusively developed in 
the following analysis. In the following tables the Pennsylvania Railroad data is analyzed shop by shop. Each 
table presents in summary form the data presented by the railroad, showing side by Side the number employed and 
the average hourly piece work earnings for each shop and each payroll period. Index numbers are. computed for each 
of these factors and these index numbers are charted for the shops employing over fifty men. A few of the smaller 
shops are also charted in order to emphasize certain interesting relationships. Certain of the shop forces increased 
to such a degree that it was impractical to include them on a chart of the size chosen. Data for these shops are 
shown in Appendix I. 

Broadly speaking, this analysis shows a direct relationship between changes in the Size of the force and changes 
in average hourly piece work earnings, as follows: 

(1) Additions to the force are reflected in decreases in average hourly piece work earnings. 

(2) At points where additions to the force began prior to the establishment of the guaranteed hourly rate, the 
decline in average hourly piece work earnings began before the establishment of this guaranteed rate. 

(3) At points where additions to the force commenced several payroll periods after the establishment of the 
guaranteed rate the decline in average piece work earnings began during this subsequent payroll period. 

(4) Where the decline in average piece work earnings began immediately after the guaranteed rate was estab¬ 
lished it was because the force was suddenly increased at that time. 

(5) Shops which were not materially increased during the entire period show no decline in average hourly piece 
work earnings, despite the introduction of the guaranteed rate. Some of them show an increase following the estab¬ 
lishment of the guaranteed rate. 

(6) Shops with the greatest percentage of increase in the number employed show the greatest decline in average 
hourly piece work earnings. 

(7) Sharp changes in the number employed correspond to sharp changes in the average piece work earnings, 
and gradual changes in number employed correspond to gradual changes in average earnings. 

SUMMARY OF ENTIRE SYSTEM. 

The following summary table with its accompanying chart points conclusively to the close relationship between the 
changes in average hourly earnings and changes in the working force. This summary, which covers fifty-nine shops 
employing between 3,300 and 4,300 freight carmen on a piece work basis, tends to smooth out the irregularities in 
the individual shops and to show the broad general tendencies which characterized the railroad as a whole. Viewed 
in this way the summary shows the followings facts 

(1) Increases in average hourly earnings corresponded with decreases in force. Between the first payroll period 
in May and the last payroll period in June there was a slow decrease in number employed amounting to 6.4 per 
cent. This was reflected in an increase in average hourly piece work earnings amounting to 4.5 per cent. 

(2) Decreases in average hourly earnings corresponded with increases in the force. Between the last payroll 
period in June and the first payroll period in October the number employed rose until it reached 31.5 per cent above 
the level of May. This was reflected in a steady decrease in the average hourly earnings until at the same date they 
were 23 per cent below the level of May. 

(3) Between the last of June and the first of October the force was increased from 3,120 to 4,386, or by more 
than 40 per cent. 

(4) The decline in average hourly piece work earnings began during exactly the same payroll period as did the 
increase in the force, which was a full month before the beginning of the guaranteed rate. 

The two lines on the chart show how very closely the decreases in the average hourly piece work earnings 
reflected increases in the number employed, or, in other words, the addition of inexperienced men to the force and the 
raising of numbers beyond the point where shop equipment and facilities were adequate. 

9 


TABLE 1. 

Relation Between Number Employed and Average Piece Work Earnings. Summary All Freight Carmen 1918, 



(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earnings 

May 15. 


.486 

100.0 

100.0 

May 31 . 

. 3236 

.493 

97.0 

101.4 

June 15 . 


.494 

94.8 

101.6 

June 30 . 

. 3120 

.508 

93.6 

104.5 

July 15. 

. 3159 

.501 

94.7 

103.1 

July 31. 


.489 

96.4 

100.6 

August 15 . 


.443 

99.3 

91.2 

August 31 . 


.404 

106.0 

83.1 

September 15 . 

. 3841 

.386 

115.2 

79.4 

September 30 . 

. 4069 

.369 

122.0 

75.9 

October 15 . 

. 4386 

.374 

131.5 

77.0 

October 31 . 


.362 

126.7 

74.5 

November 15 . 


.366 

126.3 

75.3 


10 




















































































































































































ALTOONA FREIGHT CAR REPAIR. 

The four tables immediately following (Nos. 2 to 5) with their accompanying charts, show the extent to which 
average hourly piece work earnings in freight car work at Altoona were effected by changes in the number employed. 
The shops shown are the east bound repair tracks, the west bound repair tracks, the freight shop and the steel shop. 
Especial attention is directed to the following points: 

(1) In the first three tables the decline in average hourly earnings began before the establishment of the guar¬ 
anteed hourly rate. In two of these departments, the west bound repair tracks and the freight shop, half the 
maximum decline in average hourly earnings was registered before the establishment of this guaranteed rate, and 
in both these instances an increase in the average earnings is registered after this decline. 

(2) In the case of the first table and chart, recording the changes in the Altoona east bound repair track force, 
the curve is remarkably symmetrical. When the number on the payroll is below 100 per cent the average earnings 
are over 100 per cent, and when the payroll rises to 120 per cent the average hourly piece work earnings fall to approxi¬ 
mately 80 per cent. It is interesting to note that when some of the new men leave the force the earnings again rise. 
During the first payroll period of October they are in a par with the earnings of May. 

(3) In the case of the second table and chart, representing the west bound repair tracks, the variation in aver¬ 
age hourly piece work earnings is scarcely if any more than would be shown in normal years quite apart from any 
changes in method of payment. The low average of the second half of the period shown is more apparent than real, 
appearing in contrast with the abnormally high earnings of June and July, when these were allowed in order to hold 
men against the disintegrating force of the contrast between low railroad earnings and high wages'in outside industry. 
The only real decline below the May level appears during October and is a direct reflection of a sharp increase in 
the force. 

(4) In the case of the freight shop the decline in the average earnings is not great, the average of the six pay¬ 
roll periods after the establishment of the minimum rate being only approximately 12 per cent lower than the average 
of the preceding twelve payroll periods. This is more than accounted for by the changes in checking of work and in 
management after the establishment of the guaranteed rate, described elsewhere in this exhibit. The fact that the 
level of piece work earnings shows such a comparatively small percentage decline in this shop in which the force was 
not materially increased should be checked against the shop points shown subsequently where great increases in force 
are accompanied with extraordinary declines in average hourly earnings. 

(5) The fourth table and chart, showing conditions in the Altoona steel shop, is especially worthy of note. In 
this shop there was no increase in number employed, in fact a steady decline. As a result there was not a decline 
in average hourly piece work earnings but on the contrary a steady increase until the average hourly earnings of the 
six payroll periods succeeding the establishment of a guaranteed minimum rate were actually over 8 per cent above 
those of the preceding six periods. Obviously, where there was no tendency to inject a large number of new men into 
the force, the effect of the establishment of a guaranteed rate was non-existent, showing that the influential factor 
was the effect of the guaranteed rate upon the employment policy and not its effect upon the efforts of the shop forces. 




v 















11 







/ 


TABLE 2. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Altoona East Bound Repair 

Tracks, 1918. 



(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 


.447 

100.0 

100.0 

May 31 . 


.444 

1,00.0 

99.3 

J une 15 . 


.444 

96.0 

99.3 

June 30 .. 


.456 

92.0 

102.0 

July 15 . 


.478 

95.0 

106.9 

July 31 . 

. 96 

.443 

96.0 

99.1 

August 15 . 


.394 

99.0 

88.1 

August 31 . 


.361 

114.0 

80.8 

September 15 . 


.354 

120.0 

79.2 

September 30 .. 


.403 

118.0 

90.2 

October 15 . 


.450 

106.0 

100.7 

October 31 . 

. 109 

.446 

109.0 

99.8 

November 15 . 


.441 

104.0 

98.7 


12 


















































































































































































TABLE 3 


Relation Between Number Employed and Average Piece Work Earnings. Summary Altoona West Bound Repair 

Tracks, 1918. 



(Payroll Period Ending May 15—100) 



Pennsylvania Railroad- 

—Lines East 

Payroll Period Ending: 

15. 


Number 
Employed 
. 114 

Average 

Hourly 

Earnings 

.456 

Index of 
Number 
Employed 
100.0 

Index of ^v. 
Hourly 
Earnings 
100.0 

May 31. 


. 112 

.455 

98.2 

99.8 

.Tune 15 . 


.. 109 

.486 

95.6 

106.6 

jnrig 30 . 


. 112 

.492 

98.2 

107.9 

Tnlv 15 . 


. 108 

.522 

94.7 

114.5 

Tnlv SI . 


. 103 

.487 

90.4 

106.8 

A limigt "15 ... 


. 103 

.440 

90.4 

96.5 



. 106 

.442 

93.0 

96.9 



. 107 

.433 

93.9 

95.0 



. 108 

.472 

94.7 

103.5 



. 102 

.458 

89.5 

100.4 



. 117 

.426 

102.6 

93.4 



. 110 

.406 

96.5 

89.0 





















































































































































































































































































































TABLE 4. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Altoona Freight Shop, 1918. 



(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earnings 

May 15. 


.432 

100.0 

100.0 

May 31. 

. 172 

.425 

96.6 

98.4 

June 15 . 


.423 

93.8 

97.9 

June 30 . 

. 162 

.450 

91.0 

104.2 

July 15. 

. 154 

.449 

86.5 

103.9 

July 31. 

. 154 

.409 

86.5 

94.7 

August 15 . 


.373 

88.8 

86.3 

August 31 . 


.378 

88.8 

87.5 

September 15 . 

. 164 

.368 

92.1 

85.2 

September 30 . 


.422 

98.9 

97.7 

October 15 . 


.408 

96.1 

94.4 

October 31 . 


.368 

94.4 

85.2 

November 15 . 

. 169 

.369 

94.9 

85.4 


14 
















































































































































TABLE 5. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Altoona Steel Shop, 1918. 



(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earnings 

May 15. 


.547 

100.0 

100.0 

May 31. 

. 110 

.521 

94.0 

95.2 

June 15 . 

. 108 

.518 

92.3 

94.7 

June 30 . 

. 104 

.568 

88.9 

103.8 

July 15. 

. 93 

.560 

79.5 

102.4 

July 31. 

. 88 

.534 

75.2 

97.6 

August 15 . 

. 77 

.516 

65.8 

94.3 

August 31 . i . 

. 75 

.596 

64.1 

109.0 

September 15 .. 

. 76 

.582 

65.0 

106.4 

September 30 . 

. 77 

.604 

65.8 

110.4 

October 15 . 

. 71 

.629 

60.7 

115.0 

October 31 . 


.590 

56.4 

107.9 

November 15 . 

. 59 

.616 

50.4 

112.6 


15 


























































































































































TABLE 6 


Relation Between Number Employed and Average Piece Work Earnings. Summary Harrisburg Maclay Street Shop, 

1918. 



Table 6, with its accompanying chart, shows the rela¬ 
tionship between the number employed and the average 
hourly rate of piece work earnings at the Maclay Street 
Shops, Harrisburg, Pa. Between August 15th and Oc¬ 
tober 15th the average payroll was increased from 87 to 
111, meaning an addition of 24, or of something over 
25 per cent. This force during the payroll period ending 
October 15th was approximately 29 per cent above that 
employed in May, while the average hourly earnings were 
approximately 20 per cent below those in May. In con¬ 
nection with this point it is interesting to note that the 
decline in average hourly piece work earnings .was ap¬ 
preciable prior to the establishment of the guaranteed 
rate. 


(Payroll Period Ending May 15—100) 


Payroll Period Ending: 

May 15. 

May 31. 

.Tune 15. 

June 30 . 

July 15. 

July 31. 

August 15 . 

August 31 . 

September 15 .,. 

September 30 . 

October 15 . 

October 31 . 

November 15 . 


i * 

Pennsylvania Railroad—Lines East 


Number 

Average 

Hourly 

Employed 

Earnings 

86 

.488 

86 

.527 

82 

.515 

88 

.485 

88 

.491 

88 

.464 

87 

.422 

94 

.426 

103 

.383 

100 

.333 

111 

.387 

112 

.338 

101 

.340 


Index of 

Index of Av. 

Number 

Hourly 

Employed 

Earnings 

100.0 

100.0 

100.0 

108.0 

95.3 

105.5 

102.3 

99.4 

102.3 

100.6 

102.3 

95.1 

101.2 

86.5 

109.3 

87.3 

119.7 

78.5 

116.2 

68.2 

128.9 

79.3 

129.9 

69.3 

117.4 

69.7 


16 







































































































































































































TABLE 7 


Relation Between Number Employed, Average Piece Work Earnings and Output. Freight Carmen Lucknow 

Shops, 1918. 



WB Fit 


SbSm OKK 


■ms'S-wt- 


In the case of the Lucknow Car Shops, it is possible 
to show in addition to the data representing average 
hourly earnings and number employed, also data as to 
the number of cars repaired.* This brings to light a very 
interesting fact, i. e., that a decline in average hourly 
piece work earnings may not necessarily indicate a de¬ 
cline in the output of cars per individual worker and % 
that similarly an increase in average piece work earn¬ 
ings need not reflect an increase in output of cars. The 
output of cars, approximately 3000 per month, is large 
enough to average up differences in character of work 
as between months. The following facts appear in Table 
7 with its accompanying chart: 

(1) Between June and July average hourly piece 
work earnings increased from 49.5 cents to 51.1 cents, 
but the output of cars per individual earning these aver¬ 
age rates declined from 25.2 to 21. 

(2) Between July and August, when the guaranteed 
rate was in effect, the average hourly piece work earnings 
declined from 51.1 cents to 45.7 cents, but the output of 
cars per individual earning these rates increased from 
21 to 22.8. 

(3) The relationship between average hourly piece 
work earnings and average number employed is sym¬ 
metrical. The steady decline in number employed is re¬ 
flected in a steady increase in average piece work earn¬ 
ings. The low point in number employed corresponds 
with the high point in average hourly piece work earn¬ 
ings and the low point in earnings corresponds with the 
high point in number employed. 

Altogether the relationship between average piece work 
earnings and number employed appears to have been close. 


(Averages for May—100) 


Pennsylvania Railroad—Lines East 


Average 




Av. Hourly 

No. of Cars 

Index of 

Index of 

Index of 


Number 

Piece Work 

Output Per 

Number 

Av. Hourly 

Average 

Month— 

Employed 
.... 174 

Earnings 

Individual 

Employed 

Earnings 

Output 

.472 

22.9 

100. 

100. 

100. 


.... 161 

.495 

25.2 

92.5 

104.9 

110.0 


.... 153 

.511 

21.0 

87.9 

108.2 

91.7 


.... 155 

.457 

22.8 

89.1 

96.8 

99.5 


.... 194 

.373 

16.6 

111.5 

79.0 

72.5 








♦Data concerning number of 

cars repaired 

not obtained 

from railroad 

exhibit but from 

shops records. 



17 . 







































































































































































































TABLE 8. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Enola Freight Carmen, 1918. 



The Enola Car Shop, Table 8, and the accompanying 
chart, is another clear cut example of the relationship 
between variation in the number on the payroll and the 
variation in the average hourly piece work earnings. 
During the period when it was difficult to hold the force 
because of the comparatively low rate paid, the railroad 
allowed piece work earnings to increase through clemency 
in checking and the allowing of more day work hours. 
The establishment of the guaranteed rate eliminated this 
necessity and opened the way to hiring a large number 
of inexperienced men who could not by any chance have 
made earnings on a piece work basis. Some of the aver¬ 
age rates earned by these new men were under 10 cents 
per hour. The first sharp addition to the force came 
during the payroll period when the guaranteed rate went 
into effect and was reflected in a sharp drop in average 
hourly piece work earnings. Periodically thereafter there 
were additions of new men during the first payroll period 
of each month approximating 25 per cent of the force. 
The natural result of such dilution of the force with less 
experienced employes is shown in the curve of piece 
work hourly earnings, which tends steadily downward. 


(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

M n v IK .. 

Employed 

. 63 

Earnings 

.445 

Employed 

100. 

Earnings 

100. 

Mav 31 . 

. 62 

.472 

98.4 

106.1 

limp 35 .. 

. 66 

.471 

104.8 

105.8 


. 58 

.486 

92.1 

109.2 

Tnlv 35 ... 

. 57 

.471 

90.5 

105.8 

.Tnlv 31 . ...... 

. 57 

.470 

90.5 

105.6 

A lie - list 3 5 ... 

. 64 

.394 

101.6 

88.5 

A nornet - 33 . ... 

. 62 

.350 

98.4 

78.7 

SpntpmhPT 35 .... 

. 71 

.350 

112.7 

78.7 

Spn("PTrihpr 30... 

. 63 

.322 

100.0 

72.4 

OptrthPT 35 .... 

. 77 

.310 

122.2 

69.7 

Ontrthpr 33 ..... 

. 64 

.302 

101.6 

67.9 



.325 

' 123.8 

73.0 


18 
















































































































































































TABLE 9. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Hollidaysburg Freight Carmen, 1918. 




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In the case of Hollidaysburg, shown in Table 9 and 
the accompanying chart, the tendency prior to the intro¬ 
duction of the guaranteed rate is exceptional in that 
there is a steady decrease in average hourly piece work 
earnings, accompanying a decrease in the size of the 
force. It is interesting, however, as tending to show a 
marked decrease which has no relation to the guaranteed 
rate. After the guaranteed rate was established the 
curve tends to correspond with the others in that a 
sharp increase in number employed, meaning the addition 
of many new men, is accompanied by a corresponding de¬ 
crease in average hourly piece work earnings. 


(Payroll Period Ending May 15—100) 


Pennsylvania Railroad- 

—Lines East 



Average 

Index of 

Index of Av. 


Number 

• Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earnings 


.564 

100.0 

100.0 


. 168 

.505 

92.3 

89.5 


. 168 

.490 

92.3 

86.9 


. 164 

.499 

90.1 

88.5 


. 161 

.520 

88.5 

92.2 


. 162 

.499 

89.0 

88.5 


. 144 

.432 

79.1 

76.6 


. 164 

.403 

90.1 

71.5 


. 175 

.383 

96.1 

67.9 


. 169 

.391 

92.8 

69.3 


. 162 

.449 

89.0 

79.6 


. 169 

.459 

92.8 

81.3 


. 156 

.399 

85.7 

70.7 


19 














































































































































































































TABLE 10. 


Relation Between Number Employed and Average Piece Work Earnings. Summary Park Shop Freight Carmen, 1918. 



Conditions at the Park Shop, shown in Table 10 and 
the accompanying chart, are chiefly interesting in that 
they show a steady decrease in average hourly piece work 
earnings beginning early in June. Obviously some con¬ 
ditions other than the establishment of guaranteed hourly 
.rates were in this shop active in causing a decline in 
average piece work earnings. In all probability, were 
full data as to individuals employed available, it would 
be found that the force was actually kept at an even 
number through the hiring of many new men to take the 
place of those leaving. This will be shown in the an¬ 
alysis of the New York Central data. This would have 
the same effect upon average hourly earnings as a rapid 
addition to the number employed. Perhaps even a more 
drastic effect. 


« 


(Payroll Period Ending May 15—100) 


Pennsylvania Railroad—Lines East 


Payroll Period Ending: 

May 15 ... 

May 31 . 

June 15 . 

June 30 . 

July 15 . 

July 31 . 

August 15 . 

August 31 . 

September 15 . 

September 30. 

October 15 . 

October 31 . 

November 15 . 


Number 

Average 

Hourly 

Employed 

Earnings 

70 

.448 

70 

.465 

70 

.438 

73 

.424 

69 

.399 

70 

.417 

70 

.385 

70 

.321 

63 

.325 

64 

.340 

78 

.322 

82 

.299 

86 

.270 


Index of 

Index of Av. 

Number 

Hourly 

Employed 

Earnings 

100.0 

100.0 

100.0 

103.8 

100.0 

97.7 

104.3 

94.6 

98.6 

89.0 

100.0 

93.1 

100.0 

85.9 

100.0 

71.6 

90.0 

72.5 

91.4 

75.9 

111.4 

71.8 

117.1 

66.7 

122.8 

60.2 


20 

































































































































































































































































































































































































TABLE 11 




Relation Between Number Employed and Average Piece Work Earnings. Summary Bellwood Shops, 1918. 


i\ 




Table 11, with its chart, showing conditions at Bell- 
wood, is chiefly interesting in showing two factors. (1) 
The enormous and abnormal increase in average hourly 
piece work earnings just prior to the inauguration of the 
guaranteed rate, and (2) the fact that earnings kept up 
to the 100 mark in this shop point despite the intro¬ 
duction of a guaranteed rate. At this point but a single 
period, of important addition to the force is noted. Ref¬ 
erence to the exhibit shows that this meant the addition 
of no new gangs and apparently that the new men hired 
were not of the learner class. 


(Payroll Period Ending May 15—100) • Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 

. 88 

.365 

100.0 

100.0 

May 31 . 

. 89 

.393 

101.1 

107.6 

June 15 . 

. 87 

.432 

98.8 

118.3 

June 30 . 

. 89 

.438 

101.1 

120.0 

July 15 . 

. 84 

.430 

95.4 

117.8 

July 31. 

. 84 

.399 

95.4 

109.3 

August 15 . 

. 84 

.371 

95.4 

101.6 

August 31 . 

. 84 

.360 

95.4 

98.6 

September 15 . 

. 102 

.377 

115.6 

103.3 

September 30 . 

. 101 

.352 

114.7 

96.4 

October 15 . 

. 95 

.389 

107.9 

106.6 

October 31 . 

. 93 

.370 

105.7 

101.3 

November 15 . 

. 94 

r 379 

106.8 

103.8 


21 



































































































































































TABLE 12. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Columbia Freight Carmen, 1918. 



Although the Columbia repair force represents one of 
the smaller car repair forces, being in fact considerably 
under fifty employes, it is charted as an instance of the 
extraordinary effect of the introduction of a very large 
proportion of new men upon the average hourly piece 
work earnings of the force. Throughout August, the first 
month of the guaranteed rate, average hourly piece work 
earnings were higher than during any previous month. 
This shows how little effect this guaranty had upon the 
production of the men. Then between August 31 and 
September 15, the force was more than doubled. The 
introduction of such a large proportion of new men 
caused the average hourly piece work earnings to drop 
sharply until they were only approximately helf those 
earned in May. 

In the chart accompanying Table 12, the almost exact 
reflection of each variation in one curve by the other 
should be noted. With some reduction in force during 
October the average hourly piece work earnings began 
to rise again, and again decline when new men are added. 

At practically every one of the smaller repair points 
the forces were enormously increased, the increases in 
some cases being so large as to run off the chart. This 
extraordinary employment policy suggests the existence 
of some purpose on the part of management which has 
not been frankly avowed. 


(Payroll Period Ending May 15—100) * Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earning 

... 12 

.477 

100.0 

100.0 

Q1 . 

. 12 

.492 

100.0 

103.1 


. 12 

.487 

100.0 

102.1 


12 

.517 

100.0 

108.4 


. 12 

.483 

100.0 

101.3 

Tnlv SI . .. 

. 11 

.559 

91.6 

117.2 


. 12 

.500 

100.0 

104.8 


. 11 

.592 

91.6 

124.1 


. 26 

.362 

216.6 

75.9 


. 25 

.259 

208.3 

54.3 


. 23 

.274 

191.6 

57.4 


. 20 

.333 

166.6 

69.8 


. 21 

.310 

175.0 

65.0 


22 
































































































































































TABLE 13. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Pitcairn Freight Shop, 1918. 



The Pitcairn shops and yards, shown in Tables 13 to 17, 
are among the best illustrations of the general relation¬ 
ship between changes in shop forces and variations in 
average hourly piece work earnings, commented upon in 
this part of the exhibit. 

In the case of Repair Yards No. 1, No. 2 and No. 3 
the data indicate no sharp additions to the force. The 
payroll period of October 15 for Repair Yard No. 1 should 
be noted as the single exception to this statement. 

In other words, the force was not to any extent diluted 
with less experienced men. Examination of the variations 
in average hourly piece work earnings shows that in 
response to this comparative stability these earnings re¬ 
main considerably above the level of the first payroll 
period of May. This shows that where there was no 
addition of new men, earnings failed to show the decline 
which the railroads have used in an attempt to show 
decreased production due to the establishment of the 
guaranteed rate. 

Although there is considerably more irregularity in the 
size of the shop forces at the freight shop, nevertheless, 
there was no general tendency to add materially to the 
average number employed and as a result, in the case 
of this shop also, the average hourly piece work earnings 
failed -to show the decline, which the railroads need to 
demonstrate their proposition with regard to the guar¬ 
anteed rate. 

In the case of Repair Yard No. 4, however, the situ¬ 
ation is entirely different. Here, from the first of May, 
there was a very rapid increase in the force, with the 
result that a rapid decline in the average hourly piece 
work earnings also began in May, reaching very nearly 
the low point before the guaranteed rate had been 
established. 


In other words these five shop forces indicate that increases or decreases in average hourly earnings were re¬ 
sponsive, not to the abolition of piece work, but to the employment policy of the railroad. Especial attention is 

directed to the following facts shown in the charts: . _ 

1. At Repair Yard No. 1 the average hourly piece work earnings were maintained at a level which, was constantly 
above 110 per cent of the level as of the first payroll period in May. A single sharp drop in these earnings below that 
level is recorded during the first payroll period of October. This is seen to correspond exactly with a transitory m- 
crease in the force amounting to over 60 per cent. The degree to which the two curves on these two charts reflect each 


2. The only marked decline in average hourly piece work earnings is shown in Repair Yard No. 4. This is the 
only one of the group of yards which also registers an abrupt and continuous increase in the forces. 

Prior to the establishment of the guaranteed rate, the number employed had been increased *™J**r*£ 
and the average hourly piece work earnings had declined by approximately 39 per cent. By the middle of September 
the force had been increased by over 128 per cent and the average hourly piece work earnings had fallen by approxi¬ 
mately 50 per cent. After that point the force again declined and, as would be expected, the average hourly piece 
work earnings tended to increase, actually rising over 20 points. 


(Payroll Period Ending May 15—100) 


Payroll Period Ending: 

May 15 . 

May 31 . 

June 15 . 

June 30 . 

July 15 . 

July 31. 

August 15 . 

August 31 . 

September 15 . 

September 30 . 

October 15 . 

October 31 . 

November 15 . 


Pennsylvania Railroad—Lines East 


Number 

Average 

Hourly 

Employed 

Earnings 

51 

.527 

44 

.536 

42 

.581 

47 

.550 

42 

.561 

49 

.545 

43 

.521 

48 

.538 

44 

.508 

54 

.517 

60 

.559 

49 

.568 

52 

.589 


Index of 

Index of Av. 

Number 

Hourly 

Employed 

Earnings 

100.0 

100.0 

86.3 

101.7 

82.3 

110.2 

92.1 

104.3 

82.3 

106.4 

96.1 

103.4 

84.3 

98.8 

94.1 

102.1 

86.3 

96.4 

105.9 

98.1 

117.6 

106.1 

96.1 

107.8 

101.9 

111.7 


23 



































































































































































TABLE 14. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Pitcairn Repair Yard No. 1, 1918. 



/ 

(Payroll Period fending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

. 56 

Earnings 

.442 

Employed 

100.0 

Earnings 

100.0 

Mav 31 . 

. 57 

.566 

101.8 

128.1 



.576 

92.8 • 

130.3 


. 48 

.611 

85.7 

138.2 


. 47 

.564 

83.9 

127.6 

Inlv 31 .. 


.575 

92.8 

130.1 


. 53 

.556 

94.6 

125.8 


. 53 

.554 

94.6 

125.3 

SpntPTiihpr 15 .... 

. 53 

.546 

94.6 

123.5 


. 53 

.562 

94.6 

127.1 

r'lntnUAv in .... 

. 85 

.456 

151.8 

103.1 

31 . ■.. 

. 47 

.557 

83.9 

126.0 

November 15 . 


.531 

123.2 

120.1 


24 























































































































































































































































































































TABLE 15 


Relation Between Number Employed and Average Piece Work Earnings. Summary Pitcairn Repair Yard No. 2, 1918. 


/ 



(Payroll Period Ending May 15—100) . Pennsylvania Railroad—Lines East 


Payroll Period Ending: 

Number 

Employed 

. 81 

Average 

Hourly 

Earnings 

.508 

Index of 
Number 
Employed 
100.0 

Index of Av. 
Hourly 
Earnings 
100.0 

AyTn’ir 31 . 

. 79 

.541 

97.5 

106.5 


. 72 

.570 

88.9 

112.2 

Tnnn QA . 

. 68 

.575 

83.9 

113.2 


. 64 

.554 

79.0 

109.0 

Tnlv 31 . 

. 65 

.544 

80.2 

107.1 


. 67 

.542 

82.7 

106.7 


. 70 

.484 

86.4 

95.3 


. 69 

.513 

85.2 

101.0 


. 70 

.473 

86.4 

93.1 


.. 69 

.523 

85.2 

102.9 


. 69 

.501 

85.2 

98.6 


. 63 

.529 

77.8 

104.1 



• 




25 






































































































































































































TABLE 16. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Pitcairn Repair Yard 



(Payroll Period Ending May 15—100) 


Payroll Period Ending: 

May 15 . 

May 31 . 

June 15 . 

June 30 . 

July 15 . 

July 31. 

August 15 . 

August 31 . >. 

September 15 . 

September 30. 

October 15 . 

October 31 . 

November 15 . 


Pennsylvania Railroad- 


Number 

Employed 

80 

80 

80 

78 

73 

74 
74 

74 

75 
77 

76 
75 
82 


Average 

Hourly 

Earnings 

.529 

.552 

.609 

.624 

.624 

.608 

.582 

.597 

.595 

.601 

.614 

.568 

.576 


Index of 
Number 
Employed 
100.0 
100.0 
100.0 
97.5 

91.1 

92.2 
92.2 

92.2 
93.7 

96.2 
95.0 

' 93.7 
102.5 


No. 3, 1918. 


—Lines East 

Index of Av. 
Hourly 
Earnings 
100.0 

104.3 
115.1 
117.9 

117.9 

114.9 
110.0 
112.8 

112.5 

113.6 
116.0 

107.4 

308.9 


26 













































































































































































TABLE 17. * 

Relation Between Number Employed and Average Piece Work Earnings. Summary Pitcairn Repair Yard No. 4, 1918. 



(Payroll Period Ending May 15 — 100) 



Pennsylvania Railroad- 

—Lines East 




Average 

Index of 

Index of Av. 



Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

May 15 . 


Employed 

35 

Earnings 

.491 

Employed 

100.0 

Earnings 

100.0 

Afnv si . 


38 

.479 

108.6 

97.5 

All TIP In . 



.341 

128.6 

69.4 

.Tiitip SO .. . . . 


48 

.351 

137.1 

71.5 

J|j]y . 


43 

.352 

122.8 

71.7 

Tnlv SI . 


54 

.301 

154.3 

61.3 



62 

.287 

177.1 

58.4 



65 

.267 

185.7 

54.4 

filontornhpr IS . 

. * . . 

80 

.244 

228.6 

49.7 

fipnfpmhPl' SO .. . 


72 

.241 

205.7 

49.1 



70 

.247 

200.0 

50.3 



72 

.319 

205.7 

64.9 




.346 

185.7 

70.4 


27 









































































































































































/ 


TABLE 18. 


Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Verona, 1918. 



As shown in Table 18, the level of average hourly piece 
work earnings continues to be considerably above the 
level of May, 1918, until the first payroll period in 
October despite the fact that the guaranteed rate be¬ 
came effective approximately two months previous to that 
date. The high point of average earnings as shown in 
the Pennsylvania Railroad exhibit was reached in the 
first payroll period in September, and corresponds exactly 
with the low point in the size of the shop force. By this 
date, the shop force had decreased to the extent of 17.1 
per cent and the average hourly piece work earnings had 
increased to the extent of 17.5 per cent. In the two suc¬ 
ceeding payrolls the force was sharply increased until 
it reached a high point in the first payroll period of 
October, 38.3 per cent above the May level. This increase 
in force is reflected in the corresponding decrease in 
average hourly piece work earnings until they reach the 
point approximately 22 per cent below the level of May. 
At the end of the period covered by the Pennsylvania 
exhibit, a reduction in force is beginning to reflect in 
an increase in average hourly piece work earnings. 


(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 





Average 

Index of 

Index of Av. 



Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 


Employed 

Earnings 

Employed 

Earnings 

May 15 . 


. S2 

.536 

100.0 

100.0 

May 31 . 


. 85 

.524 

103.6 

97.7 

June 15 . 


. 87 

.544 

106.1 

101.5 

June 30 . 


. 82 

.563 

100.0 

105.0 

July 15 . 


.. ... 77 

.580 

93.9 

110.1 

July 31 . 


. 73 

.552 

89.0 

103.0 

August 15 . 


. 75 

.549 

91.4 

102.4 

August 31 . 


. 75 

.608 

91.4 

113.4 

September 15 . 


•. 

.630 

82.9 

117.5 

September 30 . 


. 81 

.592 

98.8 

110.4 

October 15 . 


. 114 

.441 

138.3 

82.2 

October 31 .. 


. 110 

.417 

134.1 

77.8 

November 15 . 

• 

. 90 

.433 

109.7 

80.8 

\ 


28 












































































































































































































TABLE 19 


Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, South Pittsburg 

Shop, 1918. 


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The South Pittsburg car shop presents another strik¬ 
ingly symmetrical relationship between the curve which 
follows the variations in average hourly piece work earn¬ 
ings and the curve which shows changes in the size of 
the shop force, prior to the first payroll period of August. 
The high point of the curve showing average hourly piece 
work earnings during the first payroll period of July 
corresponds with the low point in the size of the shop 
force. Beginning with the last payroll in July, the shop 
force was increased, first Slowly, then with greater 
rapidity until it reached a point in the first payroll period 
of October approximately 43 per cent above the number 
employed in May. During October the average hourly 
piece work earnings reached a low level, approximately 
27 per cent below the level of May. The sharp increase 
in N the force during the first payroll period of October is 
reflected in a sharp decrease in the average hourly piece 
work earnings during the same period. 

During the last payroll period shown the size of the 
force had been considerably decreased and the average 
earnings were again beginning to rise. 


(Payroll Period Ending May 15—100) 


Payroll Period Ending: 

May 15 . 

May 31 . 

June 15 . 

J une 30 . 

July 15 . 

July 31. 

August 15 . 

August 31 . 

September 15 . 

September 30 . 

October 15 . 

October 31 . 

November 15 . 


Pennsylvania Railroad—Lines East 



Average 

Index of 

Index of Av. 

tnber 

Hourly 

Number 

Hourly 

•loyed 

Earnings 

Employed 

Earnings 

67 

.515 

100.0 

100.0 

67 

.503 

100.0 

97.6 

69 

.492 

103.0 

95.5 

58 

.545 

86.5 

105.8 

57 

.576 

85.1 

111.8 

59 

.566 

88.0 

109.9 

66 

.492 

98.5 

95.5 

74 

.509 

110.4 

98.8 

73 

.484 

108.9 

94.0 

74 

.531 

110.4 

103.1 

96 

.396 

143.3 

76.9 

95 

.377 

141.8 

73.2 

69 

.402 

103.0 

78.0 


29 



































































































































































TABLE 20. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Shire Oaks Shop, 1918. 



In the case of the Shire Oaks shop, shown in Table 20, 
the correspondence between average hourly piece work 
earnings and the number employed is not so striking 
as in the case of some of the tables just described. Al¬ 
though in general it will be noted that important vari¬ 
ations in the size of the shop force are reflected in the 
changes in average earnings. Thus the chief declines in 
average hourly piece work earnings occur between the 
last payroll period in August and the first payroll period 
in October. During these same periods the chief in¬ 
creases in the Size of the shop force is registered. Dur¬ 
ing the first payroll period of October the shop force 
reached a high level of 20 per cent above the level of 
May. 

As a matter of fact, this meant an even larger per cent 
of new men in the force, as during the period since July 
the force had been increased from 38 to 64 men. During 
the last two payroll periods shown, the force was sharply 
decreased and during the last payroll period this is 
apparently tending to increase the average hourly piece 
work earnings. 

In general the size of the force at this point is very 
irregular and the variations are large enough to be re¬ 
sponsible for a very considerable decrease in the level of 
piece work earnings. 

If it were possible to plot a curve representing the 
ratio of men hired early in the year t(X the total force 
in each month, as will be done in the case of the New 
York Central exhibit, this curve would probably be shown 
to reflect changes in average hourly earnings during the 
latter half of the year. 


(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 


.486 

100.0 

100.0 

May 31 . 

. 50 

.481 

94.3 

99.0 

J une 15 . 


.434 

96.2 

89.3 

June 30 . 


.489 

90.5 

100.6 

July 15 . 

. 49 

.513 

92.4 

105.5 

July 31 . 


.530 

71.7 

109.0 

August 15 . 

. 54 

.526 

101.9 

108.2 

August 31 .. 

. 47 

.500 

88.7 

102.9 

September 15 . 


.430 

90.5 

88.5 

September 30 . 


.416 

94.3 

85.6 

October 15 .. 


.356 

120.7 

73.2 

October 31 .. 


.354 

92.4 

72.8 

November 15 .. 

90 

.456 

41.5 

93.8 


30 


































































































































































































TABLE 21. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Sharpsburg Shop, 1918. 



Data contained in the railroad exhibit covering condi¬ 
tions at the Sharpsburg shop (see Table 21 with accom¬ 
panying chart) shows very clearly the effect of changes 
in the shop forces upon the hourly piece work earnings. 

During the first five payroll periods a very consider¬ 
able decrease in the force is reflected in a very consider¬ 
able increase in the average hourly piece work earnings. 

The first sharp increase in the force comes with the 
last payroll period in July, at which time the first de¬ 
crease in average hourly piece work earnings is shown. 
This was prior to the establishment of the guaranteed 
rate. From that time on, with some slight pauses, the 
force was increased until in the first payroll period of 
October it was over 116 per cent greater than the force 
employed early in May. As a matter of fact, the intro¬ 
duction of new men is considerably larger than this. 

From the low point at the end of June, the force had 
been increased from 31 to 91 men, or by nearly 200 per 
cent. This is certainly sufficient to explain the fact 
that by that date the diluted force was averaging piece 
work earnings which amounted to only 51 per cent of 
the average during the first payroll period of May. 


* 


(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

. 42 

Earnings 

.504 

Employed 

100.0 

Earnings 

100.0 


. 33 

.542 

78.6 

107.5 


. 33 

.552 

78.6 

109.5 


. 31 

.555 

73.8 

110.1 


. 32 

.557 

76.2 

110.5 

Tnlv 31 . 

. 54 

.514 

128.6 

102.0 


. 53 

.376 

126.2 

74.6 


. 63 

.291 

150.0 

57.7 


. 58 

.277 

138.1 

54.9 


..... 60 

.292 

142.8 

57.9 


. 91 

.257 

216.6 

51.0 


. 84 

.260 

200.0 

51.6 


. 78 

.284 

185.7 

56.3 


31 
































































































































































TABLE 22 


t 


Relation Between Number Employed and Average Piece Work Earnings. 


Summary Blairsville Shop, 1918. 



Data from the Blairsville shop furnishes another strik¬ 
ing picture, showing the close relationship between 
changes in average hourly piece work earnings and the 
size of the shop force employed. As a matter of fact, 
no comment upon this table is necessary in view of the 
fact that the average earnings shown in the company’s 
exhibit continued very considerably above the average 
for May throughout the entire period shown in the rail¬ 
road exhibit, affording no basis for the contention of the 
railroad that the guaranteed rate reduced the willingness 
of the men to deliver the goods. 


(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earnings 

May 15 .. 


' .476 

100.0 

100.0 

May 31 . 

. 15 

.474 

100.0 

99.6 



.543 

100.0 

114.1 

June 30 . 

. 13 

.572 

86.6 

120.1 

July 15 . 

. 14 

.557 

93.3 

117.0 

July 31 . 

. 13 

.597 

• 86.6 

125.4 

August 15 .. 

. 11 

.622 

73.3 

130.7 

August 31 . 

... 12 

.580 

80.0 

121.8 

September 15 . 


.710 

100.0 

149.1 

September 30 . 


.606 

100.0 

127.3 

October 15 . 


.619 

113.3 

130.0 

October 31 . .’..... 


.540 

120.0 

113.4 

November 15 . 


.504 

80.0 

105.9 


\ 


32 












































































































































































TABLE 23. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Meadows, 1918. 



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In the case of the data available from Meadows Shop 
point the relationship between changes in the average 
hourly earnings and changes in the shop force is not 
quite so apparent as in the case of the -tnajority of the 
fifty-nine shop points shown in the exhibit. In fact in 
the case of this shop point it must be admitted that 
barring the consideration of other conditions for which 
data is not available and which might furnish some other 
explanation there is at leastf ground for the argument 
presented by the railroad. 

However, as this is so exceptional and out of line with 
the relationship shown in the case of the majority of the 
shop points there is at least a probability that with full 
data as to conditions in the shop, some other explanation 
would appear. 


(Payroll Period Ending May 15—100) . Pennsylvania Railroad—Lines East 





Average 

Index of 

Index of Av. 



Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 


Employed 
. 118 

Earnings 

.495 

Employed 

100.0 

Earnings 

100.0 

Mnv SI . 


. 116 

.511 

98.3 

103.2 



. 125 

.484 

105.9 

97.8 



. 126 

.520 

106.8 

105.0 



. 127 

.501 

107.6 

101.2 



. 134 

.516 

113.5 

104.2 



. 140 

.536 

118.6 

108.3 



. 145 

.351 

122.9 

70.9 



. 143 

.320 

121.2 

64.6 



. 157 

.307 

133.0 

62.0 



. 163 

.324 

138.1 

65.4 



. 162 

.319 

137.3 

64.4 



. 162 

.336 

137.3 

67.9 


33 


Piece Work 2 








































































































































































TABLE 24. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Greenville, 1918. 


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The data from the Greenville Shops presents another 
striking picture of the tendency of variations in the aver¬ 
age hourly piece work earnings to reflect changes in the 
number employed. The chart accompanying Table 24 
shows clearly that decreases in the number employed are 
reflected in increases in average hourly earnings and 
that, by and large, increases in the number employed are 
reflected in decreases in the average hourly piece work 
earnings. This shop point is another instance of the 
extraordinary employment policy pursued by the rail¬ 
road. By the first payroll period in September the shop 
force had been increased until it was more than twice 
as large as the force employed in May. Some conception 
of the proportion of new men to old in the shop will be 
gathered from the fact that between the last of June 
and the first payroll period of September the force was 
increased from 33 to 95 men, or nearly tripled. Such a 
large dilution of the force with new men affords ample 
explanation of the decrease in average hourly piece work 
earnings. It might be remarked that some of the gangs 
added after the establishment of the guaranteed rate 
show an earning capacity of about 10 cents per hour. 


(Payroll Period Ending May 15—100) 


Payroll Period Ending: 

May 15 . 

May 31 . 

June 15 . 

June 30 . 

July 15 . 

July 31 . 

August 15 . 

August 31 . 

September 15 . 

September 30. 

October 15 . 

October 31 . 

November 15 . 


Pennsylvania Railroad—Lines East 



Average 

Index of 

Index of Av. 

liber 

Hourly 

Number 

Hourly 

loyed 

Earnings 

Employed 

Earnings 

44 

.481 

100.0 

100.0 

35 

.496 

79.5 

103.1 

34 

.484 

77.3 

100.6 

33 

.512 

75.0 

106.4 

40 

.532 

90.9 

110.6 

41 

.521 

93.2 

108.3 

52 

.368 

118.2 

76.5 

78 

.296 

177.3 

61.5 

95 

.244 

215.9 

50.7 

94 

.238 

213.6 

49.5 

93 

.254 

211.3 

52.8 

86 

.275 

195.4 

57.2 

91 

.252 

206.8 

52.4 


34 






























































































































































































































\ 

TABLE 25. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Canton, 1918. 


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As shown by the data contained in the exhibit analyzed 
in Table 25 with its accompanying chart, the repair 
force at Canton, Ohio, was evidently an exception among 
the shops cited in that there seems to be very little rela¬ 
tionship between average hourly piece work earnings 
and additions to the force. As far as it is possible to 
judge from the data presented, the force was relatively 
stable and the decline in average hourly piece work 
earnings during September due to other causes. 


(Payroll Period Ending May 15—100) 


Pennsylvania Railroad- 

—Lines East 



Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earnings 

. 62 

.475 

100.0 

100.0 

Mnv SI . 

. 63 

.461 

101.6 

97.0 


. 62 

.460 

100.0 

96.8 


61 

.500 

98.4 

105.2 

Tnlv 15 . 


.487 

95.1 

102.5 

Tnlr SI . 

. 59 

.460 

95.1 

96.8 


. . 57 

.443 

91.9 

93.2 


. 58 

.504 

93.5 

106.1 


. 58 

.394 

93.5 

82.9 



.327 

93.5 

68.8 


. 62 

.374 

100.0 

78.7 


. 65 

.313 

104.8 

65.9 


. 65 

.301 

104.8 

63.3 


35 



































































































































































TABLE 26. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Mt. Vernon, 1918. 



In case of the Mt Vernon Car Repair force, shown 
in Table 26 with its accompanying chart, the decline 
in average hourly piece work earnings began as early as 
the latter half of June and, although the usual sym¬ 
metrical relationship between the two factors is not 
clearly evident in the case of this shop point, still there 
is evidently some relationship. With more complete data 
than that which is given, showing the actual individuals 
who left the force and who were employed, the relation¬ 
ship would evidently appear closer. For instance, ex¬ 
amination of the data presented in the third section con¬ 
cerning the New York Central would lead to the opinion 
that the addition to the force shown as of the second 
payroll period in July really was not made until the 
end of that period and therefore its effect upon earnings 
would be felt in that period but not a subsequent period. 


(Payroll Period Ending May 15—100) 


Payroll Period Ending: 

May 15 . 

May 31 . 

June 15 . 

June 30 . 

July 15 . 

July 31 . 

August 15 . 

August 31 . 

September 15 . 

September 30. 

October 15 . 

October 31 . 

November 15 . 


Pennsylvania Railroad—Lines East 


Number 

Employed 

56 

55 

56 
47 
49 
55 

57 
57 
57 
57 

49 
44 

50 


Average 

Hourly 

Earnings 

.448 

.445 

.452 

.446 

.425 

.439 

.393 

.364 

.369 

.347 

.342 

.352 

.348 


Index of 
Number 
Employed 
100.0 

98.2 

100.0 

83.9 

87.5 

98.2 
101.8 
101.8 
101.8 
101.8 

87.5 

78.5 

89.2 


Index of Av. 
Hourly 
Earnings 
100.0 

99.3 
100.9 

99.5 
94.8 
98.0 
87.7 
81.2 

82.3 

77.4 
76.3 

78.6 

77.7 


























































































































































TABLE 27 




Relation Between Number Employed and Average Piece Work Earnings and Output. Freight Carmen, Northumber¬ 
land Shops, 1918. 



Data in connection with the Northumberland Shops, 
presented in Table 27 with its accompanying chart, is of 
interest not only because the changes in average hourly 
piece work earnings reflect almost exactly the changes in 
the size of the shop force but also because data is at 
hand showing the actual output of cars. As the output 
of this Shop amounts to approximately 3,000 cars per 
month, the differences as between the character of the 
repairs made tend to be averaged so that the data is to 
a certain extent comparable. A glance at the chart will 
show the extraordinary degree in which the changes in 
average hourly earnings reflect the changes in number 
employed. In August the force had been increased until 
it was 22.6 per cent above the number employed in May. 
The resulting decrease in average hourly piece work 
earnings amounted to approximately 21 per cent. In gen¬ 
eral the curve shows that changes in the rate of varia¬ 
tions in the case of one curve agree very closely with 
those in the case of the other curve. 


(Averages for May—100). 


Pennsylvania Railroad—Lines East 


Average Average Number 


Hourly 

Number Piece Work 

Month Employed Earnings 

May . 146 .526 

June. 149 .514 

July . 138 -SIS 

August . 179 .416 

September . 187 .408 


of Cars 

Index of 

Index of 

Index of 

Output Per 

Number 

Average Hourly 

Average 

Individual 

Employed 

Earnings 

Output 

22.6 

100.0 

100.0 

100.0 

17.9 

102.1 

97.7 

79.2 

23.4 

94.5 

97.9 

103.5 

16.6 

122.6 

79.1 

73.5 

13.9 

128.1 

77.6 

61.5 




































































































































































TABLE 28. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Erie Shop, 1918. 



In the case of the Erie Shop, data for which is pre¬ 
sented in Table 28 with its accompanying chart, the de¬ 
cline in average hourly piece work earnings began during 
the first payroll period in July or approximately a month 
before the establishment of the guaranteed rate and con¬ 
tinued steadily until the latter part of September, cor¬ 
responding to an equally steady increase in the shop 
force. 


(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 





Average 

Index of 

Index of Av. 

' 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 


Employed 

Earnings 

Employed 

Earnings 

May 15 . 


. 73 

.568 

100.0 

100.0 

May 31 . 


. 65 

.547 

89.0 

96.3 

June 15 . 


. 67 

.565 

93.0 

99.5 

June 30 . 


. 69 

.569 

94.5 

100.2 

July 15 . 


. 76 

.554 

105.5 

97.5 

July 31 . 


. 79 

.545 

108.2 

95.9 

August 15 . 


. 81 

.528 

110.9 

92.9 

August 31 . 


. 86 

.524 

117.8 

92.2 

September 15 . 


. 85 

.488 

116.4 

85.9 

September 30... 


. 81 

.460 

110.9 

81.0 

October 15 ... 


.. 88 

.490 

120.5 

86.2 

October 31 . 


. 89 

.504 

121.9 

88.5 

November 15 . 



.480 

119.4 

84.5 


38 































































































































































































/ 




TABLE 29. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Renova Shop, 

1918. 



The data showing conditions in the Renova Shop, 
analyzing Table 29, $hows that at this point the shop 
force was relatively stable as compared with the other 
majority of the shops concerning which data was pre¬ 
sented. As a result of this, earnings continue at an aver¬ 
age not materially below that for the first payroll period 
of May. In fact, during three payroll periods, subsequent 
to the establishment of the guaranteed rate, the average 
hourly piece work earnings were above the average for 
the first payroll period of May. The apparent sharp de¬ 
cline is very obviously due to the abnormally high earn¬ 
ings dating from the last payroll period of May and ex¬ 
tending to the last payroll period of July, which are ob¬ 
viously closely connected with the decreased size of the 
force and the necessity of interpreting the piece work 
schedule leniently in order to retain an adequate force. 


(Payroll Period Ending May 15—100) 


Payroll Period Ending: 

May 15 . 

May 31 . 

June 15 v . 

June 30 . 

July 15 . a 

July 31 . 

August 15 . 

August 31 . 

September 15 . 

September 30 . 

October 15 . 

October 31 . 

November 15 . 

i 


Pennsylvania Railroad—Lines East 


Average 
Number Hourly 

Employed Earnings 

94 .507 

84 .580 

88 .548 

85 .562 

92 .564 

93 .543 

88 .477 

90 .499 

99 .493 

98 .475 

95 .552 

87 .518 

83 .480 


Index of 

Index of Av. 

Number 

Hourly 

Employed 

Earnings 

100.0 

100.0 

89.3 

114.4 

93.6 

10S.1 

90.4 

110.8 

97.9 

111.2 

98.9 

107,1 

93.6 

94.1 

95.7 

98.4 

105.3 

97.2 

104.2 

93.7 

101.0 

108.9 

92.5 

102.1 

88.3 

94.7 


39 































































































































































































TABLE 30. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Kane Shop, 

1918. 


. 


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Although the data from the Kane Shop shows that the 
size of the force was always less than 50 men, it' has, 
nevertheless, been charted because it shows very clearly 
the fact that when sharp increases in the force preceded 
the establishment of the guaranteed rate, such shop in¬ 
creases in the force resulted in equally important declines 
in the average hourly piece work earnings. The data 
from this shop is analyzed in Table 30 with its accom¬ 
panying chart, which shows very definite relationship 
between fluctuations in the number employed and fluctua¬ 
tions in average hourly piece w T ork earnings. The abrupt 
increases in the force began with the last payroll period 
of June. By the last payroll period of July, the force 
had been increased by nearly 60 per cent. The earnings 
by that time having reached a point of approximately 
16 per cent below the average of the first payroll period 
of M&y. This should be noted is prior to the establish¬ 
ment of the guaranteed rate. Following the first payroll 
period of August there were two important increases in 
the average hourly piece work earnings, taking them in 
one period to a point 10 per cent above the average dur¬ 
ing the first payroll period of May despite the existence 
of the guaranteed rate. 


(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 

. 

Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 

. 22 

.428 

100.0 

100.0 

May 31 . 

. 22 

.472 

100.0 

110.3 

June 15 . 

. 19 

.462 

86.3 

. 107.9 

June 30 . 

. 27 

.378 

122.7 

88.3 

July 15 . 

. 29 

.396 

131.8 

92.5 

July 31 . 

. 35 

.361 

159.1 

84.3 

August 15 . ..\ . 

. 36 

.284 

163.6 

66.3 

August 31 . 

. 31 

.367 

140.9 

85.7 

September 15 . 

. 31 

.469 

140.9 

109.6 

September 30 . 

. 34 

.329 

154.5 

76.8 

October 15 .. 

. 34 

.393 

154.5 

91.S 

October 31 .. 

. 33 

.363 

150.0 

84.8 

November 15 . 

. 35 

.349 

159.1 

81.5 


40 










































































































































































TABLE 31. 


Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Elmira Shop, 

1918. 




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Data from Elmira Shops as analyzed in Table 31 with 
the accompanying chart, show in a striking way the 
extent to which average hourly piece work earnings are 
related to the changes in the size of the shop force em¬ 
ployed. In this case the first sharp increase in the size 
of the force came in the first payroll period of August, 
when it reached a point 41 % per cent above the average 
number employed during the first payroll period of May. 
This meant the addition of 36 new men to a force of 73, 
in other words an actual increase of about 50 per cent. 
It was reflected in a sharp decrease in the average hourly 
piece work earnings. The earnings during that period 
amounted to onyl 74 6-10 of the average during the 
first payroll period of May. During the last payroll 
period of September the largest force was employed, 
when it was approximately 78 per cent above the average 
number employed during the early part of May. During 
this payroll period the average hourly piece work earn¬ 
ings were approximately 31 per cent below the average 
earnings during the first payroll period of May. A glance 
at the curve would be sufficient to indicate some relation¬ 
ship more than casual between the two factors involved. 


(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

. 77 

Earnings 

.481 

Employed 

100.0 

Earnings 

100.0 

Mav 21 . 

. 74 

.455 

96.1 

94.6 


. 74 

.465 

96.1 

96.7 

Tnrtf» SO . 

. 74 

.483 

96.1 

100.4 


. 66 

.476 

85.7 

98.9 


. 73 

.492 

94.8 

102.3 


.. 109 

.359 

141.5 

74.6 


.. 114 

.343 

148.0 

71.3 


. 129 

.317 

167.5 

65.9 


.. 137 

.275 

177.9 

57.2 


. 127 

.330 

164.9 

68.6 


. Ill 

.331 

144.1 

68.8 


. 118 

.289 

153.2 

60.1 


41 































































































































































































TABLE 32. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Olean Shop, 1918. 



The data presented covering conditions at the Olean 
shop also fails strikingly to substantiate the contention 
of the railroad. This data is analyzed in Table 32 with 
its accompanying chart. A very considerable decline in 
earnings is indicated in the payroll period prior to the 
establishment of the guaranteed rate. The enormous 
increase in the force during the last payroll period of 
August is alone enough to explain the sharp drop in 
average hourly piece work earnings during the same 
period. During this one payroll period the force reached 
a level of 80 per cent above the average number employed 
during the first payroll period of May. In fact the sud¬ 
den increase was very much larger, the force being 
raised from 69 to 193. In other words approximately 
two-thirds of the men during this payroll period were 
new men. The effect of such a change in the working 
force will be more clearly seen when it is pointed out 
that a survey of the new men added shows that their 
average earnings were considerably below the average, 
in many cases being as low as 10, 11 and 12 cents per 
hour. This is clear proof that the force was at this 
point heavily diluted with inexperienced men. 


(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East 




Average 

Index of 

Index of Av. 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending: 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 

. 107 

.519 

100.0 

100.0 

May 31 . 

.. 114 

.486 

106.5 

93.6 

June 15 . 

. 95 

.511 

88.8 

98.4 

June 30 . 

... 99 

.519 

92.5 

100.0 

July 15 . 

. 101 

.483 

94.4 

93.0 

July 31 . 

. 99 

.456 

92.5 

87.8 • 

August 15 . 

. 69 

.434 

64.5 

83.6 • 

August 31 . 

. 193 

.236 

180.4 

45.5 

September 15 . * . 

. 204 

.190 

190.6 

36.6 

September 30 . 

. 213 

.224 

199.0 

43.1 

October 15 .. 


.280 

185.0 

53.9 

October 31 . 


.255 

180.4 

49.1 

November 15 . 

. 202 

.292 

188.8 

56.2 


42 




























































































































































































TABLE 33 


Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Buffalo lard, 

1918. 



In the case of the Buffalo yard, the data of which are 
analyzed in Table 33 and its accompanying chart, the 
decline in average hourly piece work earnings began dur¬ 
ing the last payroll period in June. The deep dip of the 
curve representing average hourly piece work earnings 
corresponds with the sharp ascent of the curve represent¬ 
ing the number employed at that point. It may be noted 
in passing that examination of the full data given in the 
exhibit shows that the new men hired after the establish¬ 
ment of the guaranty rate fell considerably short of the 
average ability of the shop as measured in terms of 
hourly piece work earnings. 

Dilution of the shop with labor of this type would 
naturally tend to pull down the average earnings of many 
of the more experienced men. 


(Payroll Period Ending May 15—100) 


Payroll Period Ending: 

May 15 . 

May 31 .. 

June 15 .. 

June 30 . 

July 15 . 

July 31 . 

August 15 . 

August 31 . 

September 15 . 

September 30 . 

October 15 . 

October 31 . 

November 15 . 


Pennsylvania Railroad—Lines East 



Average 

Index of 

Index of Av. 

Number 

Hourly 

Number 

Hourly 

Employed 

Earnings 

Employed 

Earnings 

136 

.491 

100.0 

100.0 

133 

.489 

97.8 

99.6 

120 

.549 

88.2 

111.8 

120 

.535 

88.2 

108.9 

114 

.535 

83.8 

108.9 

112 

.511 

82.3 

104.1 

125 

.502 

91.9 

102.2 

114 

.447 

83.8 

91.0 

119 

.398 

87.5 

81.0 

149 

.314 

109.5 

63.9 

171 

.307 

125.7 

62.5 

167 

.270 

122.8 

55.0 

169 

.284 

124.2 

57.8 


43 







































































































































































TABLE 34. 

Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, South Oil City, 1918. 



Data concerning the car repair force at South Oil City 
is analyzed in Table 34 with its accompanying chart. 
Here again the symmetrical arrangement of the two lines 
on the chart speaks of the same general relationship as 
that which has been shown in the previous pages. The 
abnormal high earnings of July, following a decrease in 
the force, should be noted. Such increase in average 
hourly earnings amounting to 33% per cent shows con¬ 
clusively that other forces than the mere effort expended 
by the men were influencing the average earnings as 
resulting from a piece work check. 


(Payroll Period Ending May 15—100) 


Payroll Period Ending: 

May 15 . 

May 31 . 

June 15 . 

June 30. 

July 15 . 

July 31 . 

August 15 . 

August 31 . 

September 15 . 

September 30 . 

October 15 . 

October 31 . 

November 15 . 


Pennsylvania Railroad—Lines East 



Average 

Index of 

Index of Av. 

mber 

Hourly 

Number 

Hourly 

iloyed 

Earnings 

Employed 

Earnings 

45 

.442 

100.0 

100.0 

45 

.458 

100.0 

103.6 

39 

.504 

86.6 

114.0 

39 

.540 

86.6 

123.8 

40 

.590 

88.8 

133.5 

39 

.512 

86.6 

115.8 

39 

.488 

86.6 

110.4 

42 

.346 

93.3 

78.3 

48 

.325 

106.6 

73.5 

52 

.335 

115.5 

75.8 

49 

.305 

108.8 

69.0 

45 

.316 

100.0 

71.5 

57 

.320 

126.6 

72.4 



44 




































































































































































V 


SEC. 3. ANALYSIS OF NEW YORK CENTRAL PIECE WORK EXHIBIT. 

The following tables with their accompanying charts simply present in summary form the data contained in the 
New York Central exhibit presented by Mr. Thill. This data shows the number employed and the average hourly 
earnings of the car repair forces at fifteen shop points on the system. 

For the railroad as a whole and for each point the data is summarized in two tables—each with an accompanying 
chart. 

The data is summarized in the first of these tables under three main heads. (1) Total number employed. (2) 
Average hourly piece work earnings of the shop during each month. (3) Average of the individual hourly piece work 
earnings. 

The data is Summarized in the second type of table to show the relationship between the average hourly piece 
work eatnings and the proportion of men employed during the first six months of the year to the total force in each 
month subsequent to June, 1918. In these tables the average hourly earnings used is the average of the individual 
hourly piece work earnings. 


SIGNIFICANCE OF AVERAGE INDIVIDUAL. EARNINGS. 

Concerning this last set of averages a word must be said. The railroad exhibit showed merely the average hourly 
earnings of each shop for each month. Although not stated this was evidently arrived at by dividing the total sum due 
the mechanics in each month on the basis of a piece work check by the total number of piece work hours worked dur¬ 
ing the month. Similarly the amount due each employe on the basis of a piece work check was divided by his piece 
work hours, thus giving the average hourly earnings of each employe. 

Careful examination of these figures showed that this method terided to disguise the immediate effect of the intro¬ 
duction of inexperienced men. In other words, although the introduction of a large number of new men with low 
average earning power would appear in the number employed column for the month in which they first appeared 
on the payroll, the effect of their low earning power on the shop average would not appear until the succeeding month. 
This led to the conclusion that these inexperienced men had not worked many piece work hours during the first month 
in which they appeared. This might be true for a number of reasons. (1) The most obvious reason is that they 
were not hired until late in the month. (2) They might have worked less piece work and more day work, a very 
probable condition, and (3) they might have taken some time to accustom themselves to the regular habits of the 
more seasoned employes. In other words, although each employe appearing in the number employed column had equal 
weight, in the average shop earnings the weight of these men with low earnings was diminished to the extent that 
they worked fewer hours. In order, therefore, to get an average of hourly earnings which would in some sort reflect 
the average ability of the shop force under number employed it was necessary to give the average earnings of each 
employe equal weight. 

This was undertaken, with very striking results. The results, in fact, serve to give confirmation to the belief 
already established that the decrease in average earnings shown by the roads merely indicated the effect of the 
dilution of the shop forces with green men. In other words, it confirmed the direct relationship between the average 
hourly earnings and the number employed. For in practically every instance where the average Shop earnings failed 
to respond sharply to sharp increases in the number employed, tending rather to follow it in the succeeding month, the 
average of individual earnings corrected this relationship, dropping sharply in the month when the new men appear 
on the payrolls and thus anticipating the drop in monthly shop earnings of the next month. On the other hand, where 
the average shop earnings did respond sharply to the sharp increases in force, the new average of individual earnings 
tends to parallel or conform to it. 

To the extent that average piece work earnings can be treated as an indication of the average skill and effort of 
a shop, the new average of individual earnings is a much truer reflection of the average ability of the total number 
shown on the payroll. 


THE CHARTS. 

Each table is accompanied by a chart showing graphically the relationship between the various averages which 
are, with the exception of the ratio of mechanics employed during the first six months to the total force, reduced to 
index numbers. The changes in the various averages shown in the first type of table are charted with reference to 
the data for January, 1918, as 100. In the case of the second table and chart for each point, June, 1918, is taken as 100. 

GENERAL FACTS SHOWN BY NEW YORK CENTRAL DATA. 

The New York Central data serve to confirm the points already developed from the data presented by the Penn¬ 
sylvania Railroad. In other words, from this data can be developed no direct relationship between the establishment 
of the guaranteed hourly rate and the drop in the average hourly piece work earnings. On the other hand the data 
shows conclusively a direct relationship between the introduction in large numbers of inexperienced men and the drop 
in average hourly piece work earnings. The guaranteed hourly rate was established without any immediate effect 
upon average hourly piece work earnings despite the fact that this average was below the guaranteed rate. But 
when over 150 new men were injected into the force the effect takes place immediately. In other words the coin¬ 
cidence is not between the establishment of a guaranteed hourly rate and the drop in piece work earnings, but rather 
between the proportion of new men added to the force and the drop in the average piece work earnings. 


45 


The data presented by the railroad have, however, an important contribution to make concerning the effect of 
the guaranteed hourly rate. They prove conclusively that it was the railroad company which took advantage of the 
rate to make large increases in the payroll, hiring, apparently promiscuously with the government paying the bill. This 
data leaves for the determination of the country the vital question whether the railroad did not reliberately follow 
this uneconomical policy with a view later to using the data just as it has been used, to discredit government operation 
in general and the contentions of the employes in particular. 


NEW YORK CENTRAL SUMMARY OF ALL CARMEN. 

Table 35, with its accompanying chart, shows the relationship between number employed and average hourly piece 
work earnings for the New York Central as a whole, insofar as the data furnished by the road covers the system. 
The index numbers computed on the basis of January as 100 show the proportionate variation. All the data is taken 
from the New York Central exhibit. 

The two lines on the chart which are of especial importance are the unbroken line and the dash and dot line. 
Note the almost perfectly symmetrical arrangement of these two lines above and below the 100 line. Especial atten¬ 
tion is called to the fact that in the case of the New York Central system the sharp drop in average earnings did not 
come until September, whereas the guaranteed rate was established at the end of July. The employment curve fur¬ 
nishes the explanation. The rapid dilution of the force with green men did not come until September, when the curve 
of average hourly earnings immediately responds, and the two lines cross each other between August and September. 
This summary chart, covering as it does very wide territory, is strong proof that the relationship is not between 
average hourly earnings and the guaranteed rate but between average earnings and the number of inexperienced 
men in the force. 

It should be noticed that even through September the average piece work hourly earnings of the shop were above 
the average for the first three months of the year. It should also be noted that with the influx of over 150 new men 
the average individual piece work earnings drop sharply to a figure which is only gradually reached by the average 
Shop earnings. Clearly this shows that the new men were progressively introduced into piece work with a corre¬ 
spondingly increasing effect upon average earnings of the piece work gangs. 

In the columns showing number employed and individual hourly earnings the data for Oswego is not included, 
due to the failure of the railroad to furnish any data for this point for October. By some means the railroad 
entered a 40 per cent hour rate for this point in the average shop earnings for October without supporting data. 




i 


46 


TABLE 35. 

Relation Between Number Employed and Average Piece Work Earnings. Summary 1918-1919, 



(Average for January, 1918—100) 


New York Central System 


Month— 
January, 1918 
February ... 

March . 

April . 

May . 

June . 

July . 

August . 

September .. 

October . 

November ... 
December ... 
January, 1919 



Average 

Individual 

Number 

Hrly. Shop 

Hourly 

Employed 

Earnings 

Earnings 

...1043 

.49 

.503 

...1049 

.49 

.510 

...1077 

.51 

.531 

...1012 

.52 

.538 

... 953 

.52 

.547 

... 930 

.56 

.558 

...921 

■58 

.564 

... 924 

.54 

.559 

...1080 

.50 

.390 

...1221 

.46 

.374 

...1203 

.37 

.370 

...1237 

35 

.371 

...1209 

34 

.355 


Index of 

Index of Av. 

Index of 

Number 

Hrly. Shop 

Ind. Hrly. 

Employed 

Earnings 

Earnings 

100.0 

100.0 

100.0 

100.5 

100.0 

101.4 

103.2 

104.1 

105.5 

97.0 

106.1 

106.9 

91.4 

106.1 

108.7 

89.1 

114.3 

110.9 

88.3 

118.3 

112.1 

88.6 

110.2 

111.1 

103.5 

102.0 

77.5 

117.0 

93.9 

74.3 

115.3 

75.5 

73.5 

118.6 

71.4 

73.7 

115.9' 

69.4 

1 70.6 


47 



































































































































































































TABLE 35A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece 

Work Earnings for Each Month. Summary 1918-1919. 



Table 35A, with its accompanying chart, presents the 
relationship between changes in average hourly earnings 
and changes in the shop forces for the system from a 
Slightly different view point. In the case of this table 
the changes in average hourly piece work earnings are 
compared with the changes in the proportion of men 
employed during the first six months of the year to the 
total number employed in each month subsequent to 
June. For both June is taken as 100. In terms of the 
proportion between old and new men this means simply 
that in that month the entire force was composed of men 
employed during the first half of the year. 

This table, representing as it does, the entire system, 
insofar as it was shown in the exhibit (Oswego Shop is 
left out for the reason stated above), gives even more 
striking evidence of the direct relationship between the 
decrease in average hourly piece work earnings and the 
decreasing proportion of experienced employes. As al¬ 
ready pointed out in section 1, between June and De¬ 
cember the proportion of men employed during the first 
six months of the year fell to 68.4 per cent and the 
index of average hourly earnings fell to 66.5 per cent. 

Attention should be directed to the fact that the sharp¬ 
est drop in both curves takes place in exactly the same 
period. Obviously the only effect of the abolition of piece 
work upon the average hourly piece work earnings was 
to make possible the hiring of a large number of green 
men who diluted the general production ability of the 
car repair forces. Between August and December over 
300 new men had been added to a force of 924, the addi¬ 
tion equaling about 33 per cent of the entire force. The 
corresponding change in average earnings is not sur¬ 
prising. 


(Average for June, 1918—100) 


New York Central System 


No. Men 




Employed 


Ratio of Men 

Index of 


Number 

Who Were Hired 

Individual 

Hired Jan. 

Individual 


of Men 

Jan. to June 

Hourly 

to June to 

Hourly 

Month— 

Employed 

Inclusive 

Earnings 

Total 

Earnings 

June, 1918.. 

. 930 

930 

.558 

100.0 

100.0 

July . 

. 921 

879 

.564 

95.4 

101.1 

August . 

. 924 

840 

.559 

90.9 

100.1 

September . 

.1080 

838 

.390 

77.6 

69.9 

October . 

.1221 

859 

.374 

70.3 

67.0 

November . 

.1203 

866 

.370 

71.9 

66.3 

December . 

.1237 

846 

.371 

68.4 

66.5 

January, 1919. 

..1209 

811 

.355 

67.1 

63.6 


48 



















































































































































t 



TABLE 36. 

Relation Between Number Employed and Average Piece Work Earnings. East Buffalo Car Shop, 1918-1919. 

(Average for January, 1918—100) New York Central System 


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Table 36, with the accompanying chart, shows the re¬ 
lationship between average piece work earnings and the 
number employed at the East Buffalo Car Shop of the 
New York Central System. All the data upon which this 
is based is in the New York Central exhibit above referred 
to. It should be noted that between January and June 
there was a steady decrease in the force until the force 
in June represented less than two-thirds of that in the 
payroll in January. Obviously the basis of payment was 
neither satisfactory enough to hold men nor was it such 
as to enable the railroad to recruit new men to make 
good the steady loss. The steady decrease in numbers is 
reflected in a steady and corresponding increase in aver¬ 
age hourly earnings until in June they were 20 per cent 
higher than the average for January. Obviously in order 
to hold the men in competition with other industry the 
railroad was allowing them to make larger earnings. 
There is also the fact, characteristic of nearly all rail¬ 
road shops, that the equipment and supplies are inade¬ 
quate to enable all the men to work steadily. A notice¬ 
able decrease in the size of the force would thus enable 
those who remained to secure the necessary facilities 
with less delay. 

In this chart the broad symmetry should be noted and 
the correspondence between the period of most rapid in¬ 
crease in force and most rapid drop in average earnings. 


Month— 
January, 1918 
February ... 

March . 

April . 

May . 

June. 

July . 

August. 

September ... 
October .... 
November ... 
December .. 
January, 1919 



Average 

Individual 

Index of 

Index of Av. 

Index of 

Number 

Hrly. Shop 

Hourly 

Number 

Hrly. Shop 

Ind. Hrly. 

Employed 

Earnings 

Earnings 

Employed 

Earnings 

Earnings 

... 159 

.48 

.478 

100.0 

100.0 

100.0 

... 148 

.50 

.508 

93.0 

104.1 

106.2 

... 137 

.53 

.536 

86.1 

110.4 

112.1 

... 123 

.54 

.531 

77.3 

112.5 

111.1 


.57 

.566 

69.1 

118.7 

118.4 

... 103 

.58 

.576 

64.7 

120.8 

120.5 

... 101 

.56 

.557 

63.5 

116.6 

116.5 

... 101 

.53 

.530 

63.5 

110.4 

110.8 

... 126 

.38 

.363 

79.2 

79.1 

75.9 

... 143 

.39 

.373 

89.9 

81.2 

78.0 

... 154 

.34 

.362 

96.8 

70.8 

75.7 

...154 

.39 

.390 

96.8 

81.2 

81.6 

... 149 

.35 

.369 

93.7 

72.9 

77.2 


49 

























































































































































TABLE 36A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece 

Work Earnings for Each Month. East Buffalo Car Shop, 1918-1919. 



< 


Table 36A with its accompanying chart shows the 
close relationship between the decrease in average hourly 
piece work earnings and the proportion of employes em¬ 
ployed during the first six months of the year to the 
total car repair force at the East Buffalo Car Shop. 
Data for June is taken as 100. Between June and De¬ 
cember the ratio of employes hired during the first six 
months of the year to the total had decreased to 71.4 
per cent while the average hourly piece work earnings 
had shown a corresponding decrease to 67.7 per cent. 
The tendency of the two curves to follow each other is 
too obvious to require further comment. 


(Average for June, 1918—100) 


New York Central System 


No. Men 




Employed 


Ratio of Men 

Index of 


Number 

Who Were Hired 

Individual 

Hired Jan. 

Individual 


of Men 

Jan. to June 

Hourly 

to June to 

Hourly 

Month— 

Employed 

Inclusive 

Earnings 

Total 

Earnings 

June, 1918 . 


103 

.57G 

100.0 

100.0 

July . 

. 101 

97 

.557 

96.0 

96.7 

August . 

. 101 

93 

.530 

92.0 

92.0 

September . 


103 

.363 

81.7 

63.0 

October . 

. 143 

109 

.373 

76.2 

64.7 

November . 

. 154 

113 

.362 

73.4 

62.8 

December . 

. 154 

110 

.390 

71.4 

67.7 

January, 1919 . 

. 149 

110 

.369 

73.8 

64.0 


50 








































































































































TABLE 371 


Relation Between Number Employed and Average Piece Work Earnings. V. I. Repair Branch, East Buffalo, N. Y. 

Summary 1918-1919. 



Table 37, with its accompanying chart, shows the rela¬ 
tionship between average hourly piece work earnings 
and the number employed in wood freight car repair 
work at the V. I. Repair Branch, East Buffalo, New 
York Central System. In the case' of this shop, which 
stands out as exceptional in its seeming failure to show 
the close association between the two averages, the 
failure is amply accounted for by the fact that the em¬ 
ployment situation at this point was radically different 
from that characterizing the rest of the system. The 
force was increased during the first months of the year 
and then decreased steadily to September when it rose 
sharply again. As a matter of fact, despite the seeming 
irregularity of this shop, further analysis (see Table 37A 
with its accompanying chart) shows that in reality the 
decline in average hourly earnings from June to the end 
of the year did actually correspond closely with a decline 
in the proportion of experienced men to the total number 
employed. 


(Average for January, 1918—100) New York Central System 




Average 

Individual 

Index of 

Index of Av. 

Index of 


Number 

Hrly. Shop 

Hourly 

Number 

Hrly. Shop 

Iiul. Hrly. 

Month— 

January, 1918 .. • 

TiVhriiflrv . 

Employed 

. 72 

. 78 

Earnings 

.53 

.54 

Earnings 

.540 

.530 

Employed 

100.0 

108.3 

Earnings 

100.0 

101.9 

Earnings 

100.0 

98.1 

tvt q . 

. 80 

.61 

.539 

111.1 

115.1 

99.8 

Anril . 

. 77 

.52 

.534 

106.9 

98.1 

98.9 

ivt q XT . 

. 77 

.50 

.559 

106.9 

94.3 

103.5 


. 71 

.58 

.592 

98.6 

109.3 

109.6 

liily . 

. 70 

.59 

.588 

97.2 

111.3 

1Q8.9 

A ncnisf . 

. 61 

.51 v 

.502 

84.7 

96.2 

92.9 

Spnfpmhpi' . 

. 47 

.49 

.424 

65.2 

92.4 

78.5 

Optnhpr . 

. 64 

.35 

.392 

88.8 

66.0 

70.6 

WAvpmhpr . 

. 65 

.35 

.337 

90.2 

66.0 

62.4 

Ppppmhpr . 

. 85 

.24 

.310 

118.0 

45.3 

57.4 

January, 1919 . 

. 78 

.29 

.289 

108.3 

54.7 

53.5 


51 


















































































































































































TABLE 37A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece 
Work Earnings for Each Month. V. I. Repair Branch, East Buffalo, N. Y. Summary 1918-1919. 



Table 37A, with its accompanying chart, shows that 
under cover of the fluctuations in the working force em¬ 
ployed by the New York Central on the Y. I. Repair 
Branch at East Buffalo, the same general tendencies 
shown in the preceding tables were progress. From June 
to December the proportion of men employed during the 
first Six months to the total force, fell steadily until 
only 70 per cent of the force belonged to this group. The 
disorganization of the force was obviously greater than 
that felt at other points for the average piece work 
earnings fell to 52 per cent of the average for June. 
The data suggests that this repair branch does not cor¬ 
respond with the other shops shown, and that addi¬ 
tional factors not Shown in the data must be taken into 
account to explain fully the facts shown. 


(Average for June, 1918—100) New York Central System 

No. Men 




Employed 


Ratio of Men 

Index of 


Number 

Who Were Hired 

Individual 

Hired Jan. 

Individual 


of Men 

Jan. to June 

Hourly 

to June to 

Hourly 

Month— 

Employed 

Inclusive 

Earnings 

Total 

Earnings 

June, 1918 . 

. 71 

71 

.592 

100.0 

100.0 

July . 

. 70 

68 

.588 

97.1 

99.3 

August . 

. 61 

58 

.502 

95.1 

84.8 

September . 

. 47 

45 

.424 

95.7 

71.6 

October . 

. 64 

53 

.392 

82.8 

66.2 

November . 

. % 65 

54 

.337 

83.1 

56.9 

December . 

. 85 

60 

.310 

70.6 

52.3 

January, 1919 . 

.. 78 

55 

.289 

70.5 

48.8 


52 




































































































































✓ 


TABLE 38. 

Relation Between Number Employed and Average Piece Work Earnings. Oswego Car Shops. Summary 1918-1919. 



Table 38, with its accompanying chart, shows the rela¬ 
tionship between average hourly piece work earnings 
and the number employed at the Oswego Car Shops of 
the New York Central System. The correspondence be¬ 
tween the sharp increase in the force between September 
and November and the sharp decrease in the average 
hourly piece work earnings is marked. However, as the 
New York Central exhibit furnishes no data for the 
month of October, this table is less interesting. 


(Average for January, 1918—100) 




Average 


Number 

Hrly. Shop 

Month— 

Employed 
. 99 

Earnings 

.40 

d allUalj, ••••••••• 

rohvnflrv . 

. 99 

.38 


. 95 

.43 


. 98 

.42 


. 95 

.39 


. 99 

.43 


. 95 

.43 


. 94 

.55 


. 96 

.56 



• • • 


. 119 

.36 


. 121 

.31 

January, 1919 . 

. 128 

.30 


New York Central System 


Individual 

Index of 

Index of Av. 

Index of 

Hourly 

Number 

Hrly. Shop 

Ind. Hrly. 

Earnings 

Employed 

Earnings 

Earnings 

.390 

100.0 

100.0 

100.0 

.372 

100.0 

95.0 

95.3 

.432 

95.9 

107.5 

110.7 

.421 

98.9 

105.0 

107.9 

.392 

95.9 

97.5 

100.5 

.412 

100.0 

107.5 

105.6 

.413 

95.9 

107.5 

105.8 

.393 

94.9 

137.5 

100.7 

.368 

96.9 

140.0 

94.3 

.293 

120.0 

90.0 

75.1 

.239 

122.2 

77.5 

61.2 

.241 

129.2 

75.0 

61.7 


l 


53 








































































































































































TABLE 38A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece 
Work Earnings for Each Month. Oswego Car Shops. Summary 1918-1919. 



Table 38A shows the close parallelism between the 
changes in the average hourly piece work earnings and 
the proportion of men employed during the first six 
months of the year to the total shop force in the car 
shops of the New York Central Railroad at Oswego, 
N. Y. Despite the gap in the figures, due to the lack 
of data for October, it is obvious that the two vary with 
surprising uniformity. When the proportion of former 
employes to the total forde had fallen to 65.3 per cent, 
the average hourly piece work earnings had fallen to 
57.7 per cent. Throughout the course of months the two 
curves follow each other to an extraordinary degree. 



(Average for June, 1918—100) 


Month— 
June, 1918 ... 

July . 

August . 

September .. 

October . 

November ... 
December ... 
January, 1919 


No. Men 
Employed 


Number 

Who Were Hired 

Individual 

of Men 

Jan. to June 

Hourly 

Employed 

Inclusive 

Earnings 

... 98 

98 

.412 

... 94 

90 

.413 

. .. 92 

82 

.392 

... 95 

76 

.367 

... 119 

82 

.293 

... 121 

79 

.238 

... 128 

75 

.241 


Ne,w York Central System 


Ratio of Men 
Hired Jan. 
to June to 
Total 
100.0 

95.5 
89.1 
80.0 

68.9 

65.3 

58.6 


Index of 
Individual 
Hourly 
Earnings 
100.0 
100.2 

95.1 

89.1 

71.1 
57.7 
58.5 


54 
























































































































































•s. 


* 




TABLE 39. 

Relation Between Number Employed and Average Piece Work Earnings. Avis Car Shop. Summary 1918-1919 



Table 39, with the accompanying chart, shows the 
relationship between average hourly piece work earnings 
and the number of carmen employed at the Avis Car 
Shops of the New York Central System. All data, as in 
the case of the other tables, is drawn from the exhibit 
presented by the New York Central Railroad. It should 
be noted that at this shop point, the decrease in the 
force during the first part of the year was less marked 
than was the case at certain other shop points. As a 
result the variation in average earning capacity is not 
very marked until the sudden drop between July and 
September. This, it will be seen, corresponds with the 
increase in the force which began in August and con¬ 
tinued through October. During this period the force 
was increased from 76 to 90 or by approximately 20 per 
cent. 


(Average for January, 1918—100) 



Number 

Average 
Hrly. Shop 

Month— 

Employed 

Earnings 

January, 1918 -- 

Fphrnarv . 

. 84 

. 82 

.51 

.46 

TVT a rph . 

. 86 

.48 

Anvil . 

. 86 

.51 

M a v . 

. 87 

.49 


. 80 

.50 


. 76 

.53 


. 79 

.59 

Spnfpmber . 

. 83 

.58 


. 90 

.36 


. 89 

.34 


. 88 

.36 


. 86 

.29 


\ 


New York Central System 


Individual 

Index of 

Index of Av. 

Index of 

Hourly 

Number 

Hrly. Shop 

Ind. Hrly. 

Earnings 

Employed 

Earnings 

Earnings 

.507 

100.0 

100.0 

100.0 

.487 

97.6 

90.2 

96.0 

.517 

102.3 

94.1 

101.9 

.507 

102.3 

100.0 

100.0 

.508 

103.5 

96.1 

100.1 

.499 

95.2 

98.0 

98.4 

.515 

90.4 

103.9 

101.5 

.480 

94.0 

115.7 

94.6 

.362 

98.8 

113.7 

71.4 

.410 

107.1 

70.6 

80.8 

.343 

105.9 

66.6 

67.6 

.351 

104.7 

70.6 

69.2 

.314 

102.3 

56.8 

61.9 


55 

































































































































































TABLE 39A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourlj Piece 
Work Earnings for Each Month. Avis Car Shop. Summary 1918-1919. 



Table 39A shows the relationship between the average 
hourly piece work earnings and the proportion of men 
hired during the first six months of the year to the total 
force at the Avis Car Shops. In case of this shop point, 
the decrease in earnings was not regular but proceeded 
with relatively wide fluctuations. The data contained in 
the exhibit is not sufficiently comprehensive to make it 
possible to determine the cause of these fluctuations. A 
statistical line smoothing out the curve representing 
average hourly piece work earnings would show more 
clearly the correspondence between the two variable 
factors. 


# 




(Average for June, 1918—100) 


Number 
of Men 
Employed 
... 80 
... 76 

... 79 

... 83 

... 90 

... 89 

... 88 
... 86 


New York Central System 


No. Men 

* 



Employed 


Ratio of Men 

Index of 

Who Were Hired 

Individual 

Hired Jan. 

Individual 

Jan. to June 

Hourly 

to June to 

Hourly 

Inclusive 

Earnings 

Total 

Earnings 

80 

.499 

100.0 

100.0 

76 

.516 

100.0 

103.0 

78 

.480 

98.7 

96.2 

79 

.362 

95.2 

72.5 

82 

.410 

91.1 

82.1 

78 

.343 

87.6 

68.7 

77 

.351 

87.5 

70.3 

75 

.315 

• 87.2 

63.1 


Month— 
June, 1918 .. 

July . 

August . 

September .. 

October . 

November ... 
December ... 
January, 1919 


56 


























































































































































































































TABLE 40. 


Relation Between Number Employed and Average Piece 



Work Earnings. Collinwood, Ohio. Summary 1918-1919. 


Table 40, with the accompanying chart, shows the close 
relationship w T hich prevailed at the Collinwood Shops of 
the New York Central Railroad between the average 
hourly piece work earnings and the number of carmen 
employed. Here again on the basis of the data furnished 
in the New York Central exhibit, it is possible' to show 
that the rapid decrease in average hourly piece work 
earnings corresponds exactly in point of time with the 
sharp increase in the number employed at that point. 
Very obviously after the establishment of the guaranteed 
hourly rate in the latter part of July it became pos¬ 
sible for the Management to take on rapidly a type of 
employe very different from those who had been hired 
during previous months. In other words, it was possible 
to take on men who could not, by any possibility, have 
earned enough on the basis of the New York Central piece 
work book to enable the railroad to hold them in com¬ 
petition with outside industries. 

In the case of this shop point the size of the increase 
in the force is particularly worthy of notice. In October, 
1918, the force was nearly twice as large as it was in 
January of the Same year. This meant, to all intents 
and purposes, a new force. The rapid increase came be¬ 
tween August and October during which period fifty men 
were added, increasing the force in that period by ap¬ 
proximately 59 per cent. Very obviously, this increase 
was initiated at approximately the time that the guaran¬ 
teed rate went into effect. During that period, this 59 
per cent increase in force reflected in a 40 per cent de¬ 
crease in average hourly piece work earnings. 


(Average for January, 1918—100) 


New York Central System 


Month— 
January, 1918 
February ... 

March . 

April . 

May . 

June . 

July . 

August . 

September .. 

October . 

November ... 
December ... 
January, 1919 
February ... 



Average 

Individual 

Number 

Hrly. Shop 

Hourly 

Employed 

Earnings 

Earnings 

... 70 

.53 

.508 

... 72 

.52 

.499 

... 75 

.53 

.507 

... 73 

.53 

.508 

... 73 

.53 

.507 

... 79 

.51 

.502 

... 81 

.55 

.505 

... 85 

.57 

.491 

... 124 

.59 

.367 

... 135 

.58 

.294 

... 123 

.35 

.298 

... 113 

.32 

.313 

... 98 

.32 

.317 

... 100 

.29 

.281 ‘ 


Index of 

Index of Av. 

Index of 

Number 

Hrly. Shop 

Ind. Hrly. 

Employed 

Earnings 

Earnings 

100.0 

100.0 

100.0 

102.8 

98.1 

9S.2 

107.1 

100.0 

99.8 

104.2 

100.0 

100.0 

104.2 

100.0 

99.8 

112.8 

95.0 

98.8 

115.7 

103.8 

99.4 

121.4 

107.5 

96.6 

177.1 

111.3 

72.2 

192.8 

109.4 

57.9 

175.7 

66.0 

58.6 

161.4 

60.4 

61.6 

140.0 

60.4 

62.4 

142.8 

54.7 

55.3 


57 










































































































































































/ 


TABLE 40A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece 
Work Earnings for Each Month. Collinwood Shop. Summary 1918-1919. 



Table 40A shows that the variations in average hourly 
piece work earnings at the Collinwood Shops of the New 
York Central Railroad correspond exactly to the varia¬ 
tion in the proportion of men employed during the first 
six months of 1918 to the total force in each subse¬ 
quent month. Between June and December the ratio of 
men employed prior to July 1st to the total fell from 100 
per cent to 66.3 per cent. During the same period, the 
index of average hourly piece work earnings fell from 
100 to 62.3 per cent. 

A glance at the curves on the chart will reveal the ex¬ 
traordinary extent to which the decrease in the propor¬ 
tion of relatively skilled men to the total was paralleled 
by the decrease in average hourly piece work earning. 
The parallelism is particularly striking between August 
and September during which period the sharp decline in 
both curves occurred. 


(Average for June, 1918—100) - New York Central System 




No. Men 
Employed 


Ratio of Men 

Index of 


Number 

Who Were Hired 

Individual 

Hired Jan. 

Individual 


of Men 

Jan. to June 

Hourly 

to June to 

Hourly 

Month— 

Employed 

Inclusive 

Earnings 

Total 

Earnings 


. 79 

79 

.502 

100.0 

100.0 

Tilly . 

. 81 

80 

.505 

98.7 

100.6 


. 85 

82 

.491 

96.4 

97.8 

Spntpmhov . 

. 124 

83 

.367 

66.9 

73.1 

Opf'nhPT' . 

. 135 

87 

.294 

64.4 

59.1 


... 123 

87 

.298 

70.7 

59.3 


. 113 

75 

.313 

66.3 

62.3 

.. 

Tmnin vv 1 01 Q . 

. 98 

68 

.318 

69.4 

63.3 

February . 

. 100 

72 

.281 

72.0 

56.0 


58 





















































































































































































TABLE 41. 

Relation Between Number Employed and Average Piece Work Earnings. Ashtabula, 0., Old Shop. Summary 1918-1919. 



Table 41 shows the relationship between the number 
of carmen employed at the Old Car Shop, Ashtabula, 
Ohio, and the average hourly piece work earnings during 
1918. At this shop, a rapid decrease in the number em¬ 
ployed during the first four months of the year was re¬ 
flected in increase in the average hourly rate of piece 
work earnings. Until the sharp increase in the force 
between August and September, the average hourly rate 
of piece work earnings continued above the average of 
the first month of the year. The sharp increase in the 
force between August and September was reflected in a 
sharp drop in the average rate of piece work earnings. 
Following September, the force again tended to decrease, 
the decrease in force being reflected to the end of the 
year in a slow increase in the average hourly rate of 
earnings. 

An interesting feature of this table and chart is the 
wide separation between the two curves representing 
average hourly piece work earnings. The wide separa¬ 
tion of these two curves in June and July tends to 
substantiate the belief that new men taken into the 
force were paid largely on an hourly basis even prior 
to the establishment of the guaranteed rate and that 
the experienced men were deliberately enabled to make 
earnings considerably in excess of those which would 
have resulted in a strict interpretation of the piece work 
schedule in order to hold them in competition with out¬ 
side industries. As already stated, the dash dot line, 
representing the average hourly^ earnings of the indi¬ 
vidual in the shop irrespective of the number of hours 
worked during the month is the more significant line if 
these average earnings are to be interpreted as an index 
of the ability and effort of the shop. The symmetrical 
relationship between this line and the unbroken line, 
•representing the number employed, indicates that one is, 
to an important degree, a reflection of the other. 


(Average for January, 1918—100) 



Month— 

January, 1918 . 

February . 

March . 

Number 
Employed 
.... 94 

.... 97 

,... 95 

Average 
Hrly. Shop 
Earnings 
.50 
.50 
.54 

April . 

\Iu V . 

,... 79 

.... 84 

.54 

.57 

T imp .. 

.... 89 

.67 

T ill v .. 

,... 9>3 

.66 

Anemsft .. 

.... 92 

.63 

SpntPTnbpr. . 

.... Ill 

.57 

Or^fnbpv .. 

.... 112 

.52 

Nnvpmhpr .. 

.... 109 

.41 

Dpppmhpr .. 

.... 110 

.39 


.... 88 

.36 

JdllUal j ? JvJv ... 

February . 

.... 86 

.37 


New York Central System 


Individual 

Index of 

Index of Av. 

Index of 

Hourly 

Number 

Hrly. Shop 

Ind. Hrly. 

Earnings , 

Employed 

Earnings 

Earnings 

.511 

100.0 

100.0 

100.0 

.531 

103.1 

100.0 

103.9 

.567 

101.0 

108.0 

110.9 

.566 

84.0 

108.0 

110.7 

.575 

89.3 

114.0 

112.5 

.586 

94.6 

134.0 

114.6 

.575 

98.9 

132.0 

112.5 

.517 

97.8 

126.0 

101.1 

.335 

118.0 

114.0 

65.5 

.344 

119.1 

104.0 

67.3 

.351 

115.9 

82.0 

68.6 

.376 

117.0 

78.0 

73.5 

.371 

93.6 

72.0 

72.6 

.404 

91.4 

74.0 

79.0 


59 

































































































































































































TABLE 41A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece \\ ork 

Earnings for Each Month. Ashtabula, O., Old Shop, 1918-1919. 



Table 41A shows the relationship which exists between 
the decrease in average hourly piece work earnings and 
the dilution of the shop force with inexperienced men at 
Ashtabula, Ohio. The proportion of men employed dur¬ 
ing the first six months of the year to the total number 
in the force fell steadily after June until it reached a 
low point of 72.3 per cent in October. During the same 
period the index of individual hourly piece work earn¬ 
ings had fallen to 58.7 per cent of the average for June, 
1918. An interesting feature of this table with its chart 
is that a gradual increase in the proportion of employes 
of the first half of the year between October and 
February, 1919, is paralleled by a similar increase in the 
average hourly piece work earnings covering a same 
period. The per cent of increase in both cases is approxi¬ 
mately the same. In other words, the two lines tend to 
follow each other not only in decreasing but also in 
rising. 


(Average for June, 1918—100) 




New York Central System 

Month— 

Number 
of Men 
Employed 
. 89 

No. Men 
Employed 

Who Were Hired 
Jan. to June 
Inclusive 

89 

Individual 

Hourly 

Earnings 

.586 

Ratio of Men 
Hired Jan. 
to June to 
Total 

100.0 

Index of 
Individual 
Hourly 
Earnings 
100.0 

Tnl v . 

.... 93 

85 

.575 

91.3 

98.1 

Anernsf .. 

. 92 

82 

.517 

89.1 

88.2 

Sontpmhpr .. 

. Ill 

84 

.335 

75.7 

57.1 

Opfobcv ... 

. 112 

81 

.344 

72.3 

58.7 

NnvPTnhpr . 

. 109 

85 

.351 

78.0 

59.9 

Ppppirihpi’ .... 

. 110 

84 

.376 

76.3 

64.1 

.Tfljinfli'v 1919 .. 

. 88 

72 

.371 

81.8 

63.3 


.. 86 

74 

.404 

86.0 

68.9 


60 


































































































































































































TABLE 42. 

Relation Between Number Employed and Average Piece Work Earnings. Ashtabula, O., Harbor Shop, 1918*1919. 



Table 42, with its accompanying chart, shows the ex¬ 
tent to which changes in the number employed at the 
Harbor Shop, Ashtabula, Ohio, were reflected in changes 
in the average hourly rate of piece work earnings. In 
general the tendencies shown in this table are practically 
repetitions of similar tendencies already remarked in the 
preceding tables. A rapid fall in the number employed 
was reflected in a steady increase in the average hourly 
rate of piece work earnings. Until in July, the last 
month before the guaranteed rate went into effect, the 
average hourly piece work earnings were 29 per cent 
higher than the average for January of the same year. 

The really extraordinary feature of this table and its 
chart is the enormous increase in the force between 
August and the end of the year. Between August and 
December the force was more than tripled. In other 
words, the force at work after the establishment of the 
guaranteed rate is not in any sense comparable with that 
at work prior to the establishment of that rate. The 
introduction of so great a number of new men would 
necessarily have an almost incalculable effect upon aver¬ 
age piece work earnings. Between September and Oc¬ 
tober alone the working force was doubled. The signifi¬ 
cance of this is even more completely shown in Table 42A. 

Broadly speaking, the two lines on this chart move 
symmetrically with reference to the line representing 100. 




(Average for January, 1918—100) 


New York Central System 




Average 


Number 

Hrly. Shop 

Month— 

Employed 

Earnings 

Tonnfl vv 1 ... , 

.. 16 

.43 

J aiiuai j 9 •••••••*• 

. 14 

.40 


. 13 

.44 


. 13 

.49 



.42 


. 9 


.. 11 

.57 


.. 13 

.64 


. 11 

.59 



.54 


. 30 

.55 


. 24 

.34 


. 36 

.23 


. 34 

.25 



.31 


. 34 


Individual 

Index of 

Index of Av. 

Index of 

Hourly 

Number 

Hrly. Shop 

Ind. Hrly. 

Earnings 

Employed 

Earnings 

Earnings 

.458 

100,0 

100.0 

100.0 

.456 

87.5 

93.0 

99.5 

.479 

81.2 

102.3 

104.5 

.500 

81.2 

113.9 

109.1 

.544 

56.2 

97.6 

118.7 

.550 

68.7 

132.5 

1 120.0 

.590 

81.2 

148.8 

128.8 

.539 

68.7 

137.2 

117.6 

.406 

93.7 

125.6 

88.6 

.287 

187.5 

127.9 

62.6 

.333 

150.0 

79.0 

72.7 

.250 

225.0 

53.5 

54.5 

.260 

212.5 

58.1 

56.7 

.272 

212.5 

72.1 

59.3 


61 








































































































































































































TABLE 42A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece 
Work Earnings for Each Month. Ashtabula, O., Harbor Shop, 1918-1919. 



Table 42A, with its accompanying chart, shtfws that 
the average hourly rate of piece work earnings at the 
Ashtabula Harbor Shop was a direct reflection of the 
proportion of men employed during the first six months of 
the year to the total shop force. In other words, a de¬ 
crease in these average hourly earnings reflects an in¬ 
crease in the proportion of new and inexperienced men 
in the shop. Between June and October the ratio of 
men employed between January and June to the total 
force fell from 100 per cent to 30 per cent and the aver¬ 
age hourly piece work earnings fell from 100 to 52.2 per 
cent. Between October and November an increase of 
7 y 2 per cent in the proportion of experienced men to the 
total is immediately reflected by a corresponding in¬ 
crease of 8.1 points in the index of hourly piece work 
earnings. Such facts show very clearly the changes in 
average hourly piece work earnings and must be credited 
to forces very different from the mere establishment of 
the guaranteed hourly rate. The data from this shop 
point shows rather that the real result of the establish¬ 
ment of the guaranteed hourly rate was the employment 
by management of large numbers of men inexperienced 
in car repair work. 


(Average for June, 1918 — 100) 


No. Men 


New T York 

Central System 



Employed 


Ratio of Men 

Index of 


Number 

Who Were Hired 

Individual 

Hired Jan. 

Individual 


of Men 

Jan. to June 

Hourly 

to June to 

Hourly 

Month— 

Employed 

Inclusive 

Earnings 

Total 

Earnings 


. 11 

11 

.550 

100.0 

100.0 


. 13 

12 

.590 

92.3 

107.3 


. 11 

10 

.539 

90.9 

98.0 

ftontpmhpv .. . . . « 

. 15 

10 

.406 

66.6 

73.8 


. 30 

9 

.287 

30.0 

52.2 


. 24 

9 

.332 

37.5 

60.3 


. 36 

9 

.250 

25.0 

45.4 

Tarmnrv IQIf) .. 

. 34 

11 

.260 

32.3 

47.2 

February . 

. 34 

12 

272 

35.3 

49.3 


62 






















































































































































TABLE 43. 


Relation Between Number Employed and Average Piece Work Earnings. Ashtabula Steel Car Shop, 1918-1919. 


0 

•.. V. ■! • 1 


£ 

If 

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pffpf 

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(Average for January, 1918—100) 



Number 

Average 
Hrly. Shop 

Month— 

Employed 

Earnings 


. 159 

.58 

dallUal j j Jt/AO • • • .. 


.59 


. 152 

.61 


. 134 

.61 


. 125 

.63 


. 118 

.68 


. Ill 

.70 


. 115 

.64 


. 126 

.59 


. 156 

.59 


. 152 

.55 


. 145 

.48 


. 132 

.44 


Table 43, with its accompanying chart, shows the re¬ 
lationship between changes in average hourly piece work 
earnings and changes in the number employed at the 
Ashtabula Steel Car Shop of the New York Central 
System. In the case of this shop the steady decrease in 
working force, which reduced number employed by over 
30 per cent never made good, although between July and 
October forty-five men were added to the force. This 
did not bring it up to the number employed in January, 
1918. From the chart it appears that in the case of this 
shop decrease^ in the number employed w r ere reflected 
in increased average hourly earnings and that, broadly 
speaking, sharp increases in number employed were re¬ 
flected in decreases in the average hourly piece work 
earnings. It is interesting to note that until November 
the average hourly piece work earnings of the shop as a 
whole were above the average for January and there is 
no indication on the face of these figures that the aver¬ 
age rate of earnings reflected, to an important degree, 
the establishment of the guaranteed hourly rate. 


New York Central System 


Individual 

Index of 

Index of Av. 

Index of 

Hourly 

Number 

Hrly. Shop 

Ind. Hrly. 

Earnings 

Employed 

Earnings 

Earnings 

.567 

100.0 

100.0 

100.0 

.585 

94.3 

101.7 

103.1 

.612 

95.5 

105.2 

107.9 

.664 

84.2 

105.2 

117.1 

.644 

78.6 

108.6 

113.5 

.637 

74.2 

117.2 

112.3 

.605 

69.8 

120.7 

106.7 

.562 

72.3 

110.3 

99.1 

.385 

79.2 

101.7 

67.9 

.419 

98.1 

101.7 

73.8 

.454 

95.5 

94.S 

80.0 

.506 

91.1 

82.7 

89.2 

.473 

83.0 

75.8 

83.4 






















































































































































































TABLE 43A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece 
Work Earnings for Each Month. Ashtabula Steel Car Shop, 1918-1919. 



Table 43A, with its accompanying chart, shows the 
very close parallelism between proportion of experienced 
men in the shop force and the average hourly rate of 
piece work earnings at the Ashtabula Steel Car Shop. 
By October, 1918, the proportion of men employed prior 
to July had fallen to approximately 72 per cent, while in 
October the average hourly rate of piece work earnings 
stood at approximately 66 per cent of the average for 
June. During the latter part of the year both, curves 
show an upward tendency. Such facts indicate a rela¬ 
tionship between these two factors which has not been 
established between a decrease in average hourly earn¬ 
ings and the abolition of piece work. 


(Average for June, 1918—100) New York Central System 

No. Men 



Number 

Employed 

Who Were Hired 

Individual 

Ratio of Men 
• Hired Jan. 

J to June to 

Index of 
Individual 


of Men 

Jan. to June 

Hourly 

Hourly 

Month— 

Employed 

Inclusive 

Earnings 

Total 

Earnings 

June, 1918. 

. 118 

118 

.638 

100.0 

100.0 

July . 

. Ill 

107 

.606 

96.4 

95.0 

August . 

. 115 

111 

.562 

96.5 

88.1 

September . 

. 126 

112 

.385 

88.9 

60.3 

October . 

. 156 

112 

.419 

71.8 

65.7 

November . 


113 

.455 

74.3 

71.3 

December . 

. 145 

111 

.506 

76.5 

79.3 

January, 1919 . 

. 132 

107 

.474 

81.0 

74.3 




64 









































































































































































I 


TABLE 44. 

Relation Between Number Employed and Average Piece Work Earnings. Campbell Street, Toledo, 1918-1919. 



/ 

Table 44. with its accompanying chart, shows the re¬ 
lationship which exists between the number employed and 
the average hourly rate of piece work earnings in the To¬ 
ledo, Ohio, Shops of the New York Central Railroad. As 
in the case of the majority of the charts, the decrease in 
the number employed is reflected by an increase in earn¬ 
ings and similarly an increase in the number employed 
is reflected in a decrease in earnings. It may be noted 
that this shop point is exceptional in that the decrease in 
the average rate of piece work earnings preceded the 
beginning of the increase in the force by a month. This 
seeming exception is proved in reality to be no exception 
by the data contained in Table 44A, with its accompany¬ 
ing chart, wherein it appears that although the increase 
in the total number of the force did not begin until 
September the decrease in the proportion of men em¬ 
ployed prior to July, 1918, began in August and corre¬ 
sponded with the beginning of the decrease in average 
hourly piece work earnings. It might also be pointed 
out that to the extent that the railroad in order to hold 
men allowed them average hourly earnings in excess of 
those which would have been checked on the basis of a 
strict interpretation of the piece work schedule, to that 
extent the average hourly piece work earnings would 
tend to decrease as soon as the necessity for allowing 
such latitude was taken away. 


(Average for January, 1918—100) 


Month— 

January, 1918 . 

Number 
Employed 
. 150 

Average 
Hrly Shop 
Earnings 
.51 
.49 

March . 

. 156 

.54 

April . 

. 152 

.53 

Mav . 

. 147 

.52 

June . 

. 145 

.57 

jnlv . 

. 138 

.60 

August . 

. 133 

.55 

September . 

. 135 

.49 

October . 

. 152 

.45 

November . 

. 152 

.46 

December . 

. 157 

.44 

January, 1919 . 

. 162 

47 

February . 

. 155 

.49 


Ne\y York Central System 


Individual 

Index of 

Index of Av. 

Index of 

Hourly 

Number 

Hrly.' Shop 

Ind. Hrly. 

Earnings 

Employed 

Earnings 

Earnings 

.507 

100.0 

100.0 

100.0 

.511 

101.3 

96.1 

100.7 

.522 

104.0 

105.9 . 

102.9 

.522 

101.3 

103.9 

102.9 

.506 

98.0 

101.9 

99.8 

.526 

96.6 

111.7 

103.7 

.596 

92.0 

117.6 

117.5 

.552 

88.6 

107.8 

108.8 

.500 

90.0 

96.1 

98.6 

.455 

101.3 

88.2 

89.7 

.468 

101.3 

90.2 

92.3 

.433 

104.6 

86.2 

85.4 

.441 

108.0 

92.1 

86.9 

.483 • 

103.3 

96.1 

95.2 


65 


Piece Work 3 




































































































































































































TABLE 44A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to the Total and Average Hourly Piece 

Work Earnings for Each Month. Campbell Street, Toledo, 0., 1918-1919. 



Table 4 4A , with its accompanying chart, Shows the 
close parallelism between decrease in the proportion of 
men employed prior to July 1 to the total force and de¬ 
crease average hourly piece work earnings. Between 
June and December the proportion of men employed prior 
to July 1 had decreased to 77.1 per cent. This decrease 
is reflected in a decrease in average hourly piece work 
earnings to 82.3 per cent. A glance at the lines of the 
chart shows that as soon as the decrease in the propor¬ 
tion of experienced men was arrested the line represent¬ 
ing average hourly piece work earnings began to move 
upward, showing clearly that the variation in earnings 
is not really a reflection of method of payment but of 
the average experience of the shop. 


(Average for June, 1918—100) New York Central System 

No. Men 




Employed 


Ratio of Men 

Index of 


Number 

Who Were Hired 

Individual 

Hired Jan. 

Individual 


of Men 

Jan. to June 

Hourly 

to June to 

Hourly 

Month— 

Employed 

Inclusive 

Earnings 

Total 

Warnings 

June, 1918. 

. 142 

142 

.527 

100.0 

100.0 

July . 

... 134 

134 

.596 

100.0 

113.1 

August . 

. 133 

130 

.553 

97.4 

104.9 

September . 

. 134 

125 

.500 

93.3 

94.9 

October . 

. 149 

124 

.455 

83.2 

86.3 

November .. 

. 152 

125 

.468 

82.2 

88.8 

December . 

. 157 

121 

.434 

77.1 

82.3 

January, 1919 . 

. 162 

123 

.441 

75.9 

83.7 

February . 

. 155 

120 

.483 

77.4 

91.6 


66 














































































































































































TABLE 45 


Relation Between Number Employed and Average Piece Work Earnings. Fearing Street, Toledo, 1918-1919. 



Table 45, with its accompanying chart, shows the re¬ 
lationship between the average hourly piece work earn¬ 
ings in the Fearing Street, Toledo, Shops of the New 
York Central Railroad and the number employed at that 
point. Briefly the table shows a steady decrease in the 
number employed to August, reflected in increased aver¬ 
age hourly earnings and, following August, a very rapid 
increase in the number employed reflected in an almost 
equally rapid decrease in the average hourly earnings. 
Between August and the end of the year the force was 
more than doubled. In December the number employed 
was 69 per cent above the number employed in January, 
and the index of individual hourly earnings was approxi¬ 
mately 41 per cent below the average earnings of 
January. 

The symmetrical arrangement of the lines on the chart 
is striking evidence of an actual relationship between 
these two factors, i. e., between the number employed 
and the average hourly earnings. To the extent that 
these average hourly earnings are actually an indication 
of ability and effort to that extent the decrease in aver¬ 
age hourly earnings reflects the dilution of the force 
with workers inexperienced in railroad work. 


(Average for January, 1918—100) 


Month— 
January, 1918 
February ... 

March . 

April . 

May . 

June . 

July . 

August . 

September .. 

October . 

November ... 
December ... 
January, 1919 
February ... 


Number 
Employed 
... 55 

... 55 

... 56 

... 49 

... 49 

... 46 

... 46 

... 42 

... 63 

... 75 

... 83 

... 93 

... 108 
... 99 


Average 
Hrly. Shop 
Earnings 
.40 
.46 
.48 
.50 
.48 
.52 
.55 
.54 
.37 
.31 
.30 
.29 
.24 
.28 


Individual 

Index of 

Hourly 

Number 

Earnings 

Employed 

.401 

100.0 

.434 

100.0 

.467 

101.8 

.492 

89.1 

.480 

89.1 

.484 

83.6 

.535 

83.6 

.523 

76.3 

.360 

114.5 

.309 

136.3 

.275 

150.9 

.236 

169.0 

.239 

196.3 

.289 

180.0 


New York Central System 


Index of Av. 

Index of 

Hrly. Shop 

Ind. Hrly. 

Earnings 

Earnings 

100.0 

100.0 

115.0 

108.2 

120.0 

116.4 

125.0 

122.6 

120.0 

119.7 

130.0 

120.6 

137.5 

133.4 

135.0 

130.4 

92.5 

89.7 

77.5 

77.0 

75.0 

68.5 

72.5 

58.8 

60.0 

59.6 

70.0 

72.0 


67 











































































































































































































TABLE 45A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece 

Work Earnings for Each Month. Fearing Street, Toledo, O., 1918-1919. 


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Table 45A shows the striking parallelism which exists 
between changes in the ratio of men employed prior to 
July 1 to the total force and the changes in average 
hourly piece work earnings at the Fearing Street, Toledo, 
Shops of the New York Central System. Between June 
and December, 1918, the ratio of men employed during 
the first half of the year to the total force declined from 
100 per cent to 44 per cent and during the same period 
the index of individual hourly piece work earning de¬ 
clined from 100 per cent to 48.7 per cent. An increase 
in the proportion of relatively more experienced men in 
February, 1919, is immediately reflected in an increase 
- in average hourly piece work earnings. 

The close degree of parallelism which exists between 
these two factors shows clearly that a relationship exists 
between them which has not been shown to exist between 
decrease in average hourly earnings and the establish¬ 
ment of a guaranteed hourly rate. 


(Average for June. 1918—100) 




New York 

Central System 



No. Men 



\ 



Employed 


Ratio of Men 

Index of 


Number 

Who Were Hired 

Individual 

Hired Jan. 

Individual 


of Men 

Jan. to June 

Hourly 

to June to 

Hourly 

Month— 

Employed 

Inclusive 

Earnings 

Total 

Earnings 

June, 1918 . 

. 40 

46 

.484 

100.0 

100.0 

July . 

. 40 

44 

.535 

95.6 

110.5 

August . 

. 42 

39 

.523 

92.8 

108.0 

September . 

. G3 

41 

.360 

65.1 

74.4 

October . 

. 75 

41 

.309 

54.6 

63.8 

November . 

. 83 

43 

.275 

51.8 

56.8 

December . 

. 93 

41 

.236 

44.1 

48.7 

January, 1919 . 

. 108 

43 

.239 

39.8 

49.4 

February . 

. 99 

41 

.289 

41.4 

59.7 


68 





























































































































































































































































































































































TABLE 46. 


Relation Between Number Employed and Average SMece Work Earnings. Elkhart, Ind., 1918-1919. 



MaaiBiiMiaM 




Table 46, with its accompanying chart, shows the ex¬ 
tent to which the drop in average hourly piece work earn¬ 
ings at the Elkhart, Ind., Shop of the New York Central 
System subsequent to July, 1918, reflected the increase in 
the working force at that point during the same period. 
This shop is somewhat of an exception to the general rule 
in that there was no decrease, but rather a slow increase 
in the force dating from the first of the year, and that 
this increase in the force was accompanied by a very 
extraordinary increase in the average hourly piece work 
earnings. These earnings in July reaching a point over 
45 per cent above the average for January, 1918. Until 
adequate data has been offered to explain this extraordi¬ 
nary increase it will be impossible to interpret subsequent 
changes with anything approaching accuracy. It may be 
stated that the sharpest decrease in the average hourly 
piece work warnings came at the same time that the force 
was most sharply increased. However, taking the table 
as a whole as it stands it cannot be said to show the same 
relationship between number employed and average earn¬ 
ings, which has appeared in the case of the shop points 
analyzed in previous tables. It may be mentioned in pass¬ 
ing, however, that despite the establishment of a minimum 
hourly rate and the abolition of piece work and also de¬ 
spite very material increase in the force, the average 
hourly piece work earnings for February, 1919, were 
higher than the average for the same month of the pre¬ 
vious year. In general the very sharp drop in the average 
piece work earnings between July and August does not 
in reality carry this average so far below the 100 line as 
it would appear to do. The decline is accentuated by the 
abnormally high point reached in July. In general the 
conditions at this point will be considerably claiified by 
reference to Table 46A. 


(Average for January, 1918—100) 




Average 


Number 

Hrlv. Shop 

Month— 

Employed 

Earnings 


. 51 

.48 

January, x*j±o . 

. 53 

.52 


. 55 

.59 


. 56 

.65 



.66 


. 57 

.67 


.. 54 

.70 


. 59 

.33 


. 66 

.39 


. 68 

.42 


. 69 

.40 


. 71 

.37 


. 80 

.37 

januaiy, uio . 

. 77 

.41 


New York Central System 


Individual 

Index of 

Index of Av. 

Index of 

Hourly 

Number 

Hrly. Shop 

Ind. Hrly. 

Earnings 

Employed 

Earnings 

Earnings 

.409 

100.0 

100.0 

100.0 

.475 

103.9 

108.3 

116.1 

.514 

107.8 

122.9 

125.7 

.543 

109.8 

135.4 

132.7 

.547 

107.8 

137.5 

133.7 

.538 . 

111.7 

139.5 

131.5 

.596 

105.8 

145.8 

145.7 

.335 

115.6 

68.7 

81.9 

.386 

129.4 

81.2 

94.4 

.394 

133.3 

87.5 

96.3 

.386 

135.2 

83.3 

94.4 

.383 

139.2 

77.1 

93.6 

.361 

156.8 

77.1 

.88.2 

.437 

150.9 

85.4 

106.8 


69 






















































































































































































































TABLE 46A. 


Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece 

Work Earnings for Each Month. Elkhart, Ind., 1918-1919. 



Table 46A, with its accompanying chart, shows that, 
despite the seeming lack of relationship between the 
character of the working force and the average hourly 
rate of piece work earnings at Elkhart, such relation¬ 
ship does actually exist. This is brought to light by 
the fact that the changes in the average hourly piece 
work earnings tend broadly to correspond with changes 
in the ratio of number employed during the first half 
of the year to the total number in the force. In other 
words, data from this point appears to be less exceptional 
than seems to be the case in Table 46. A glance at the 
chart confirms the belief that such a relationship exists. 
Between June and December the ratio of men employed 
during the first half of the year to the total declined 
from 100 per cent to 69 per cent and during the same 
period the index of hourly earnings declined from 100 
per cent to 71.2 per cent. Attention is called to the 
figures for September, October, November and December. 
During these months both curves vary between 69 per¬ 
cent and 75.7 per cent. In other words, they show a 
very close approximation to one another. 

I 


(Average for June, 1918—100) 


New York Central System 


Month— 
June, 1918 
July . 


November 


January, 



Number 

No. Men 
Employed 

Who Were Hired 

Individual 

Ratio of Men 
Hired Jan. 

Index of 
Individual 


of Men 

Jan. to June 

Hourly 

to June to 

Hourly 


Employed 

Inclusive 

Earnings 

Total 

Earnings 


. 57 

57 

.53S 

100.0 

100.0 


.. 54 

53 

.596 

98.1 

110.8 


. 59 

50 

.335 

84.7 

62.2 


. 66 

50 

.386 

75.7 

71.7 


. 68 

50 

.395 

73.5 

73.4 


. 69 

49 

.386 

71.0 

71.7 


. 71 

49 

.383 

69.0 

71.2 

919 . 

. 80 

48 

.361 

60.0 

67.1 


. 77 

46 

.437 

59.7 

81.2 


70 



























































































































































TABLE 47 


Relation Between Number Employed and Average Piece Work Earnings. Englewood, Ill., 1918-1919. 


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Table 47, with its accompanying chart, shows the re¬ 
lationship which exists in the Englewood Car Shops of 
the New York Central System between changes in the 
average hourly piece work earnings and changes in the 
number employed. In the case of this shop point we have 
another unusually symmetrical curve. The high points 
of the curve show average earnings corresponding with 
the low points of the curve showing number employed 
and Similarly the low points in the curve showing aver¬ 
age hourly earnings corresponding very closely with the 
high point of the curve showing number employed. The 
sharp decrease in the average hourly piece work earnings 
came between August and September, corresponding ex¬ 
actly with the sharp increase in the number employed. 
Between August and September the number employed 
increased from fifty-three to seventy-three men, and the 
addition of this number of new men is amply suflicient 
to explain the decrease in the average hourly piece work 
earnings of the individuals composing the force from 
53.7 cents to 35.7 cents. To put the matter in terms of 
index numbers, the decrease in average hourly piece 
work earnings from 112 to 74 seems to be a direct re¬ 
flection of the increase in number employed from 79 
to 109. 


(Average for January, 1918—100) 




Average 


Number 

Hrly. Shop 

Month— 

Employed 

Earnings 

January, 1918 . 

TTphrnavv . 

. 67 

. 64 

.47 

.46 


. 64 

.52 

Af (i t*pVi .. 


.. 68 

.52 

M av . 

. 60 

.54 


. 56 

.56 

Tilly ... 

. 61 

.56 


. 53 

.55 


. 73 

.52 


. 73 

.29 


. 74 

.29 


. 75 

.32 

To miQ VT7 1010 . 

. 80 

.29 

(Jallucli j y J-vJ-v ••••••••• 

. 77 

.35 


New York Central System 


Individual 

Index of 

Index of Av. 

Index of 

Hourly 

Number 

Hrly. Shop 

Ind. Hrly. 

Earnings 

Employed 

Earnings 

Earnings 

.479 

100.0 

100.0 

100.0 

.463 

95.5 

97.9 

96.6 

.538 

95.5 

110.6 

112.3 

.514 

101.4 

110.6 

107.3 

.557 

89.5 

114.9 

116.2 

.563 

83.5 

119.1 

117.5 

.548 

91.0 

119.1 

114.4 

.537 

79.1 

117.0 

112.1 

.357 

108.9 

110.6 

74.5 

.310 

108.9 

61.7 

64.7 

.320 

110.4 

61.7 

66.8 

.329 

111.9 

68.1 

68.6 

.291 

119.4 

61.7 

60.7 

.359 

114.9 

74.4 

74.9 


71 





















































































































































































TABLE 474, 


Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece 

Work Earnings for Each Month. Englewood Shop, 1918-1919. 



Table 47A, with its accompanying chart, serves to 
show more emphatically the close relationship which pre¬ 
vails between the decrease in the average hourly piece 
work earnings and the addition of inexperienced men to 
the force. A glance at the chart shows how closely the 
curve representing average hourly earnings and the curve 
representing the proportion of men employed prior to 
July 1 follow each other. From this close correspondence 
it seems apparent that the decreased earnings reflect 
merely a dilution of the average ability of the shop 
through the introduction of less experienced men. 


i 


(Average for June, 1918—100) New York Central System 

No. Men 


\ 

Number 

Employed 

Who Were Hired 

Individual 

Ratio of Men 
Hired Jan. 

Index of 
Individual 


of Men 

Jan. to June 

Hourly 

to June to 

Hourly 

Month— 

Employed 

Inclusive 

Earnings 

Total 

Earnings 

June, 1918. 

. 56 

56 

.563 

100.0 

100.0 

July . 

. 61 

57 

.548 

93.4 

97.3 

August . 

. 53 

46 

.538 

86.8 

95.5 

September . 

. 73 

51 

.357 

69.8 

63,4 

October .'. 

. 73 

51 

.310 

69.8 

55.0 

November . 


48 

.320 

64.8 

56.8 

December . 

. 75 

50 

.329 

66.6 

58.4 

January. 1919 . 


46 

.291 

57.5 

51.7 

February . 

. .. 77 

48 

.358 

62.3 

63.6 


72 































































































































































TABLE 48. 

Relation Between Number Employed and Average Piece Work Earnings. Gibson, Ind., 1918-1919. 



\ 


Table 48, with its accompanying chart, shows that the 
same relationship between average hourly earnings and 
number employed, referred to in connection with the 
preceding shop points, holds good in the case of the car 
repair shop of the New York Central Railroad at Gibson, 
Ind. This close correspondence between the changes in 
the two factors seems to hold good despite a very great 
irregularity in the number employed at that point. Such 
an employment policy alone would be more than ade¬ 
quate to explain an even greater decrease in average 
hourly earnings based on a piece work check. 


(Average for January, 1918—100) 


Month — 

Number 
Employed 
. 70 

Average 
Hrly. Shop 
Earnings 
.55 

Jd.llUd.Ij, J.UJ.O . 

... 84 

.52 

X? CUl Udl j .. 

. 108 

.46 


. 102 

.52 


. 80 

.55 


. 78 

.61 


. 81 

.66 


. 93 

.52 


. 412 

.44 


. 125 

.59 


. 108 

.41 


. 105 

.40 


. 117 

.37 

January, jlu-lu . 

. 109 

.39 


New York Central System 


Individual 

Index of 

Index of Av. 

Index of 

Hourly 

Number 

Hrly. Shop 

Ind. Hrly. 

Earnings 

Employed 

Earnings 

Earnings 

.512 

100.0 

100.0 

100.0 

.492 

120.0 

94.5 

96.1 

.464 

154.3 

83.6 

90.6 

.483 

145.7 

94.5 

94.3 

.499 

114.2 

100.0 

97.4 

.589 

111.4 

110.9 

115.0 

.542 

115.7 

120.0 

105.8 

.535 

132.8 

94.5 

104.5 

.425 

160.0 

80.0 

83.0 

.393 

178.5 

107.3 

76.7 

.384 

154.2 

74.5 

75.0 

.377 

150.0 

72.7 

73.6 

.376 

167.1 

67.2 

73.4 

.373 

155.7 

70.9 

72.8 


73 








































































































































































































TABLE 48A. 

Relation Between Ratio of Men Employed During First Six Months of the Year to Total and Average Hourly Piece 

Work Earnings for Each Month. Gibson, Ind., 1918-1919. 



Table 48A, with its accompanying chart, serves to 
emphasize the fact that the decrease in average hourly 
piece work earnings at Gibson, Ind., is a reflection of 
the introduction of a large number of less skilled men. 
The figures representing the proportion of men employed 
during the first half of the year to the total force and the 
figures representing average hourly piece work earnings 
of the members of the shop force follow each other very 
closely. This is shown graphically in the chart. Between 
June and December the proportion of experienced men 
had decreased to 56.2 per cent, while the index of aver¬ 
age hourly earnings had fallen to 64 per cent. 


(Average for June, 1918—100) New York Central System 

No. Men 



Number 

Employed 

Who Were Hired 

Individual 

Ratio of Men 
Hired Jan. 

Index of 
Individual 


of Men 

Jan. to June 

Hourly 

to June to 

Hourly 

Month— 

Tiitip 1 oi ft .. 

Employed 

. 78 

Inclusive 

78 

Earnings 

.589 

Total 

100.0 

Eariiings 

100.0 

.Tnlv ... 

. 81 

66 

.542 

81.5 

92.0 

A lis'iist, .. 

.. 93 

61 

.535 

65.6 

90.8 

SpntPTnbpr . 

. 112 

55 

.425 

49.1 

72.1 

Optfthpr .. 

. 125 

60 

.393 

48.0 

66.7 

Nnvpmhpr . 

... 108 

62 

.384 

57.4 

65.2 

Upppmhpr .. 

. 105 

59 

.377 

56.2 

64.0 

Tarmarv 1919 .. 

. 117 

53 

.376 

45.3 

63.8 

February . 

.. 109 

52 

.373 

47.7 

63.3 


74 
























































































































































SEC. 4. ANALYSIS OF EXHIBIT PRESENTED BY CHICAGO, BURLINGTON & QUINCY RAILROAD. 

The exhibit presented by the Chicago, Burlington & Quincy Railroad is a fair example of the second main line of 
defense of the piecework system presented by the railroads. A careful investigation has been made covering prac¬ 
tically every job cited, and the results show very clearly not only its failure to reflect the true tendencies of the rail¬ 
road shops, but also its remoteness from the real problem of piecework. 

The exhibit purports to show that mechanics spent more hours in the performance of specific jobs in the West 
Burlington, the Hannibal, the Aurora and the Havelock shops of the road in 1920 than they spent in the per¬ 
formance of the same jobs in 1916. The only actual data as to time given in the exhibit is the time spent on each job 
in a given instance during 1920. The time for 1916 is arrived at by inference from the average hourly piecework 
earnings made during a month in 1916 by mechanics doing similar work. These are compared with the average 
earnings per hour obtained by dividing the piece payment for the job by the number of hours consumed in the 
instance cited for 1920. 

The following short table shows the exact method pursued by the railroad in the compilation of this exhibit. 
It is a reproduction of the first several jobs shown in the exhibit covering the West Burlington shop. 

^ CHICAGO, BURLINGTON & QUINCY RAILROAD. 

“Statement Showing Average Piecework Earnings Per Hour During 1916 Piecework Period Compared with Average 

Piecework Earnings Per Hour During 1920. Day Work Period Arrived at by Applying the Piecework Rates of 

1916 to Specific Operations Performed Day Work 1920. 

WEST BURLINGTON SHOP. EXHIBIT A. 


No. Operation. 

1 

2 

3 

4 

5 


Day Work 

Piece Work 
Earnings on 
Piece Work 

Average 

Average 
Piece Work 
Hourly 

Percentage of 
Decrease in 
Average Piece 
Work 

Hourly Earn¬ 
ing Day Work 


Hours 

Prices of 

Earnings 

Earnings, 

Over Piece 


1920 

1916 

Per Hour 

1916 

Work. 

6 Air pump cylinders, old, rebored, 9}4". 

7'30" 

2.70 

.36 

.576 

37.5% 

48 Air pump packing rings, turned, bored, 
cut off and faced. 

15'15" 

3.12 

.205 

.618 

66.8 

8 Cylinders, new, planed, complete. 

136'... 

41.25 

.303 

.566 

46.4 

10 Cylinders, drilled and tapped. 

60'30" 

30.20 

.50 

.55 

9. 

12 Cylinders, bored, complete. 

93T5" 

27.92 

.299 

.56 

46.6 

16 Driving wheel tires, bored. 

14'... 

5.60 

.40 

.553 

27.6 

4 Driving axles, old, journals turned.... 

7'... 

2.60 

.371 

.484 

23.3 

2 Driving axles, new, turned except fit¬ 
ting to wheels. 

18'45" 

3.00 

.16 

.665 

75.9 

Anyone familiar with the practice of piecework will recognize that this 

; means a comparison of two incomparable 


figures. The average piecework earnings shown do not represent averages mad® during the performance of the job 
shown, but in the performance of a large variety of jobs done during an entire month. This is explicitly stated 
by the railroad in this exhibit, although it proceeds to use these average hourly earnings as if they were a measure 
of the time required to perform a specific operation. 


AVERAGE EARNINGS DO NOT REPRESENT STRICT APPLICATION OF PRICE SHOWN. 

As will be shown in Part Three of the exhibit, piecework earnings vary widely from job to job. The same me¬ 
chanic may earn less than 10 cents an hour on the basis of the price for one job and over $1.00 an hour on the basis 
of another price in the same schedule. As a result, if the piece price schedule is strictly adhered to, the average 
hourly earnings of a month will be an average of such varying earnings, and will not represent the number of hours 
required to perform any specific job. In many items in this exhibit investigation shows that the railroad has 
chosen jobs which did not enable the mechanic in 1916 to make the average hourly earnings shown, the decrease in 
average earnings shown merely representing the degree to which the price for the job fell below the level of an 
average price. In other words, this comparison is really an exposition of the inherent weakness of the piecework 
system as applied to railroad work rather than a criticism of employees working under the day work system. 

In this connection another element in the piecework system invalidating the railroad’s comparisons must be men¬ 
tioned. In many instances where unusual difficulties characteristic of certain jobs rendered it impossible for the 
mechanic to average his regular rate the supervisor allowed him to charge a certain number of his piecework hours 
to hour work. This practice was common on the C., B. & Q. R. R. in connection with a great number of the jobs 
cited. It will be apparent to anyone that such a practice would render conclusions drawn from the use of average 
hourly earnings so obtained wholly worthless as a criterion of production. 

75 








The statements of the mechanics on this point are very important as showing the underlying fallacy of the 
entire system which will be referred to in Part II. The basic justification advanced in favor of piecework has 
been the fine sensitiveness with which it pays a man according to the exact measure of his effort. This is wholly 
appearance. The uncertainty and variability of the reward for effort under the system when strictly interpreted 
will be shown by actual payroll dUta in a later section. Here it need only be pointed out that this fundamental in¬ 
sincerity of the system results in the allowance of irregularities which have characteristics similar both to petty 
theft and to tipping. As described in the subsequent pages, this characteristic is one of the fundamental grounds 
for the dislike of the system which prevails among self-respecting mechanics. 

EXHIBIT FAILS TO SHOW CHANGED CONDITIONS WHICH AFFECT PRODUCTION. 

Many changes have occurred on the railroads since 1916 which would have a more immediate effect upon the 
time required for a given job than a change in the method of payment. Until the jobs cited have been examined with 
a view to their comparability as between the two periods the comparisons shown are useless for purposes of the 
settlement of the question before the Board and before the country. 

In many instances cited by the railroad the nature of the material has changed during the last few years, the 
same job meaning the machining of harder and tougher steel. Also in the case of certain jobs the type of machine 
doing the work has been changed, the change tending to limit the ability of the mechanic to change the speed of 
cutting. Frequently the machine itself has deteriorated and is in need of overhauling. In other cases shop practice 
has changed, not only in the matter of supplying of material, but also in the matter of assistance. In other cases 
the size of the parts to be machined as well as the amount of finishing given to the part before it reaches the stage 
shown in the exhibit. 

Another important change rendering comparison between the two periods inconclusive is the opportunity afford¬ 
ed under day work conditions to secure a better grade of work. In the case of certain jobs cited the company 
has, since the abolishment of piecework, required more precise work. In such cases, although apparently resulting 
in decreased shop output, the long run effect would be economical because of the greater resistance of the parts to 
wear and tear. 

This brings out another fundamental weakness in piecework as a system applied to railroad shops. The same 
feature which encourages the charging of work not done and of piecework hours as day work hours in order to 
make average earnings, also encourages the slighting of work where that is possible. The quality of work under 
piecework is that which will just get by. Part III, which analyzes the comparative cost of repair work under the 
two systems, shows that this results in higher ultimate cost, even though the momentary cost may seem lower. 

Another important change in the nature of the jobs which should be referred to is the quantity of one class of 
work which the mechanic has an opportunity to do consecutively. The setting up and adjusting of a machine 
takes as long for a few jobs as for a long run of the work. During the piecework period many of the jobs were 
not started until a considerable run of the work was possible, whereas the same jobs in the day work period were 
frequently turned over to the mechanic two or three at a time. 

There are numerous other conditions surrounding the performance of these jobs, changes involving the placing 
of mechanics, the supply of materials, crane service and the break down of worn machinery, any of which would go 
far toward accounting for the increased time shown in connection with these specific jobs. 

As already remarked, much of the decrease in production is more apparent than real, a false deduction from an 
erroneous conception of the relation between piecework earnings and time on a difficult job. Where some actual in¬ 
crease in the time required to perform certain jobs can be shown, the above conditions must be analyzed and evalu¬ 
ated before the record can be taken as a criterion of a method of payment. As pointed out by the investigating 
committee of mechanical engineers, management is far more than half responsible for any inefficiency in industry. 


OTHER MATERIAL FACTS DEVELOPED. 

In addition to the above facts which have come out as the result of investigation, certain other details as to the 
compilation of the exhibit, which deprive its conclusions as to piecework of any value, may be summarized as follows: 

(1) In a considerable number of cases the railroad has offered as typical of the day work period the time taken 
to perform these jobs under abnormally difficult conditions. In these cases the mechanic is maintaining under normal 
conditions the rate of production of 1916, operating the machine at the same speed. In a number of these instances 
the same mechanic was in 1920 handling all of the work, as he did in 1916, which would lead to the conclusion that 
there could have been no material decrease in efficiency. 

(2) In a considerable number of cases cited the railroad has shown specific instances of jobs which normally 
vary greatly in the time required for their performance. One job cited may consume anywhere from four to ten 
hours. In such cases the arbitrary choice of a specific instance is hardly the basis for fair comparison. 

(3) In a considerable number of cases cited the railroad has compared the work of a seasoned and experi¬ 
enced mechanic in 1916 with the work of an inexperienced man in 1920, in some instances the employee timed in 
1920 was an apprentice. In the previous sections dealing with the Pennsylvania and New York Central exhibits 
enough has been shown as to the effect of -the introduction of new men to demonstrate the unfairness of such a 
comparison. In fact the admission of the C., B. & Q, in the preface to its exhibit would tend to weaken the force of 
the entire compilation. In this it is stated that 


76 


“Several operations described herein were done by the same workman in 1916 and 1920 ” 

The implication is clearly that the majority of operations were not performed by the same workman in the two 
periods. It will be recognized that a comparison which aims to show the effect of change in method of payment 
should be based upon the work of the same employee and the same force in both periods. 

Such facts as these summarized above will be found mere fully developed in the statements discussed in the fol¬ 
lowing pages. These statements are the signed reports of the mechanics engaged on the job at the point in ques¬ 
tion. The facts would warrant the conclusion that at least a considerable part of the C., B. & Q. exhibit is hand¬ 
picked evidence. With the choice of evidence entirely in the hands of the supervisory force it would be inevitable 
that evidence would be forthcoming to suit the purposes of the higher officials. Such evidence is of little value, 
especially as the supervisors can control materially the conditions under which jobs are done. Supply of tools, ma¬ 
terial, etc., sources of delay, etc., all are in their hands. In fact the exhibit contains nothing to show that the 
sampling has been done in a manner essential to a document which asks credence. 

^Under a system of payment in which there is no real or regular relationship between the price paid for a job 
and the time required for its performance, in an industry in which few mechanics are engaged in the repetition of 
a job over long periods, such an exhibit indicates nothing as to the real effects of one method of payment as com¬ 
pared with another. The data might with equal justice be used to show that piecework in railroad shops is an un¬ 
just and unequal method of payment because the mechanics cannot hope to make the same steady hourly earnings 
however conscientious their work may be. 

MISREPRESENTATION. 

On Sheet 1 of the exhibit covering work at the Aurora Locomotive Machine Shops, jobs 25 and 27 cover the 
turning of driving wheel tires by the same mechanic in both periods. According to the first instance shown he consum¬ 
ed 6 hrs. and 30 min. in 1920 in the turning of 4 tires on driving wheels. As the piece price schedule would have 
paid him $2.40 for the work, this would mean average hourly earnings of $0.37. In the second instance, also in 
1920, he took 11 hours and 30 minutes to do the same work, which would mean average hourly earnings of $0,209. 
According to the exhibit his average hourly piecework earnings in 1916 were $0,475. The decrease in average hourly 
earnings following the abolition of piece work is therefore reckoned at 22.1% in the first case cited and at 56% in 
the second case. The decrease in average earnings is interpreted as meaning that the output of this mechanic had 
decreased as the result of the abolition of piece work. Whether or not these instances are bona fide the fact remains 
that they absolutely misrepresent the production of this mechanic as between the two periods. As brought out in the 
following statement made by him, his actual production was higher in 1920 than it was in 1916: 

“I will give you the amount of pairs of driving wheels turned out from 1912 up to 1920 inclusive. In the 
year of 1912, 382 pairs; in the year 1913, 342 pairs; 1914, 378 pairs; 1915, 336 pairs; 1916, 403 pairs; 1917, 346 pairs; 
1918, 375 pairs, 1919, 457 pairs; 1920, 442 pairs. I will state that these figures are correct, for the company has 
a copy of same, and as I only turned out 403 pairs in 1916 when this check was taken on me and my decrease show¬ 
ing from 22.1% to 56% on the two checks which were made against me in 1916 when I turned out 442 pair in the 
year of 1920, which is 39 more pair than I turned out in the year of 1916. I think that whoever made up these fig¬ 
ures had better figure it once more and see if they did not make a mistake. I will swear that this statement is cor¬ 
rect and I am willing to go before the United States Labor Board and back it up.” 

AVERAGE MONTHLY EARNINGS SHOWN DO NOT REFLECT TIME REQUIRED IN 1916. 

Certain prices were obviously not expected to enable the mechanics to make adequate hourly earnings. In such 
cases the mechanic was encouraged and even told to turn in enough day work or work not done to make good 
his hourly earnings. This is one of the most demoralizing features of piecework and one which the men are most 
anxious to get away from. The railroads do not themselves believe that piecework schedules can be made to fit 
railroad shop work. As a result a connived at irregularity appearing as dishonesty is shared by all from mechanic to 
general foreman. 

A most striking instance of this appears in the statement of a machinist in the Havelock Shop of the C., B. & Q., 
in commenting upon The railroad’s statement that the time required to bore cylinder with bar, 19"—one extra cut, 
had increased 63.4%. He says: 

“While I worked on this class of work on piecework I was required to check in extra cuts to make up a fair 
day’s rate, as it was impossible for a mechanic to work in this class of work according to schedule and make his 
rating. Therefore we were required to check in extra cuts.” 

In this case the average hourly piecework earnings, cited to cover the joffi,included work not actually performed. 
This case applies to practically all low paid jobs on piecework roads. The system masquerades as a precise and 
rigid system. It is in fact so lax and uncoordinated a system that it will work at all only with a certain amount of 
the most arbitrary allowances. , 

Another instance of this is discovered in connection with the job of boring driving wheel tires, referred to else¬ 
where. According to the mechanic involved— 

“When working piecework there was only one price for driving tires from 44" to 70" in diameter. When 
unable to make my average piecework earnings on this job, I was permitted to turn in enough day work to make 
up this deficiency or I made it up on some work which paid better.” 


77 


This simply shows how impossible it is to use average monthly piecework earnings as a measure of the time 
required to perform one class of job at some time during that month. 

Another instance of this allowance of arbitrary additions to piecework earnings was found in connection with 
Item 7, Sheet 1, Exhibit A, covering the turning of four (4) driving axle journals. The way in which this job was 
paid under piecework conditions is described by the mechanic involved as follows: 

“The way this piecework was handled we would work all piecework and figured our piecework average at 
about .48 to .49 cents per hour. If I did not make this average the foreman would give me enough day work to 
make it up. 

“For example: If I would turn four (4) journals on axles in seven (7) hours, according to the piecework 
price I would make $2.60. On this I would charge in 5hours piecework and 1^4 hours day work would be 
given by the foreman, when I actually worked piece work seven (7) hours.” 

In connection with Item 12, Sheet 1. Exhibit A, covering the boring of four (4) truck wheel tires, one of the 
mechanics in question, shows that in this instance also the railroad has chosen as an example a job which generally 
failed to pay adequate average earnings. He says: 

“The time as given for 1920 is O. K. However, I could not perfornj this work any quicker than this in 1916 
and was able to make an average of $0,553 ah hour at that time by reason of the fact that I had other work which 
brought my average monthly earnings up and was also permitted to turn in day work when unable to make 
my average piecework earnings.” 

The boring, facing and fitting of 14 driving wheel hub plates, shown in Item 29, Sheet 1, Exhibit A, is another 
case in point. In 1916 this job alone never enabled the mechanic to make the average hourly earnings shown. The 
mechanic was able to make this monthly average only through other better priced jobs and through the addition of 
enough day work to make up the shortage. Concerning this, the mechanic states: 

“The time given on the charges for 1920 is O. K. It required this much time to do the job in 1916 when 
working piecework, and the reason I was able to make an average of .463 per hour was because of the fact 
that 1 also made cast iron support rings for piston valves on the machine. I got $0.08 each for these cast iron 
rings and was able to make enough on this job to make up what I lost on the hub plates. 

“In case I could not make my average piecework earnings, the foreman would allow me enough day work 
to make up the shortage.” 

The following statement made in connection with Item 10, Sheet 2, Exhibit A, covering the heating and re¬ 
moving of four (4) engine truck tires, presents a striking picture of the practice by which piecework earnings 
based on an unfair piecework schedule were brought up to a general level established as reasonable. The fact that 
this was the practice of management entirely vitiates any attempt to use the average hourly piecework earnings so 
obtained as an index of the time required to perform any of the jobs shown in this exhibit. The statement also 
calls attention to an error in the price shown in the exhibit. The statement is as follows: 

“In reference to the item of engine truck tires being removed day work in 1920, requiring three hours to re¬ 
move four (4) tires piecework price in 1916, $1.50, averaging $0,498 per hour. 

“The price for this operation was fifteen (15) cents per tire or $0.60 for the four tires in place of $1.56. With 
the price of $0.15 per tire and the statement showing earnings of $0,498 per hour in 1916 is absolutely wrong. It 
requires two hours, with good fuel oil for heating, to heat and remove four of these tires. 1 could not make over 
$0.30 per hour on this particular job at the best. On operations like this I would work them piecework and at 
the end of one day the foreman would give day work enough to make an average as shown above regardless of 
what the job actually paid. 

“For example: If I would have 16 engine truck tires to remove which would require 8 hours, according to . 
piecework price I would make $2.40. This would cover my day rate and my foreman would allow me $0.49 to 
$0.50 per hour on my piecework and would give me the rest in day work. In other words I would turn in five 
hours piecework and three hours day work, when I actually worked 8 hours piece work.” 

The same mechanic points out that this condition is also characteristic of the item covering the heating and re¬ 
moving of 16 driving wheel tires. 

In Items 8 and 9, Sheet 1, Exhibit B, the railroad has again chosen jobs on which under piecework conditions 
it was practically always necessary for the piecework checker to allow the mechanic additional compensation at an 
hourly rate because of the fact that at the price set mechanics could not make their earnings. These jobs involved 
the turning, boring and finishing of Dunbar packing rings. According to the statement of the mechanic in ques¬ 
tion— 

“Regarding the two cases cited, will state that the time shown on the former one, 6 hours and 55 minutes 
is about the correct time it would take on the job. In the latter case the 9 hours and 43 minutes is rather ex¬ 
cessive under normal conditions but not unreasonable when the casting is very hard as is frequently the case. 

V. ( 

“The price was so low under piecework on this class of work that I could barely make my hourly rating 
under the best of conditions and when the casting was very hard or the slightest trouble experienced with tools 
or with the machine it was impossible to make my hourly rate and it would then be necessary for the piecework 


78 


checker to allow me a certain per cent of day work for time that I had been working piecework on the job or 
else credit me with having turned more rings than had actually been turned.” 

The fact that any attempt to use average hourly piecework earnings as a basis for determining time required to 
perform the job under piecework conditions will undoubtedly lead to false conclusions is clearly demonstrated in 
terms of Items 10 and 12, Sheet 1, Exhibit B. In connection with the cutting to length, roughing out, finishing and 
fitting of one driving axle piecework earnings of $0.57}4, which imply that the job required under piecework condi¬ 
tions only slightly over four hours, obviously do not tell the truth. The exhibit shows 9 hours and 30 minutes con¬ 
sumed in 1920. According to the statement of a machinist doing this work at Hannibal Shops: 

‘Will state that the 9 hours and 30 minutes as shown in company statement would mean a very short time 
in which to complete a job of this description particularly on the larger size axles. 

“Only yesterday (Feb. 15th) I completed a job of this kind which required 17 hours to perform because of 
the amount of stock which had to be turned off. The quality of tools with which we are required to do this 
work is very inferior to those furnished us in 1916.” 

This is also true in regard to the data shown as to piecework earnings made slotting two new driving boxes for 
cellar and shell. The railroad exhibit shows $0.42 per hour as the rate made under piecework conditions. Two 
mechanics performing the work make the following statement in regard to this: 

“The undersigned employees who have been in the service of the C., B. & Q. R. R. Co. for a number of years 
at this point wish to certify that we have performed the work described above, under the piecework system, and 
we will testify to the fact that at no time in the past were we ever able to make the 42c per hour as shown by the 
company’s figures in column 4 of the exhibit of this class of work. The time shown in column 1 of the exhibit, 
6 hours for slotting two driving boxes for cellar and shell is necessary time that it would take to perform the work 
properly.” 

The accumulation of instances in which mechanics, obviously with the sanction of management, made up inade¬ 
quate piecework earnings by reducing the hours worked piecework and adding in certain number of hours at a day 
work rate, shows clearly that this departure from strict application of the piecework principle was a regular part of 
the system in the shops of this railroad. As a matter of fact, as in the case of all railroads working piecework, this 
condition is evidence of the inapplicability of piecework to railroad shops. This practice was evidently the regular 
method of securing earnings in connection with the turning of eccentrics to fit straps shown in Item 18, Sheet 1, 
Exhibit B. The mechanic performing the work describes the situation as follows: 

“Will state that 7 hours and 20 minutes shown by the company as having been consumed on this job is a 
very reasonable time in which a man may be expected to complete the work described. 

“When performing this work piecework it was always necessary to show that less time had been devoted 
to the job than was actually consumed in doing it; for example, if I had worked 8 hours continuously at this 
class of work my daily time certificate would be made out to show 6 hours piecework and 2 hours day work. 
My foreman being familiar with the low piecework rates applying to this class of work, permitted this to be 
done.” 

Referring to the three jobs covering the boring of cylinders shown in Exhibit B, which jobs include a certain 
number of extra cuts, the mechanic who engaged in this work says: 

“I have performed practically all of this class of work done in the Hannibal Shops since 1910. Under the 
piece work system, while extra cuts were often charged and paid for, some of these cuts were not actually made, 
but it was necessary to turn in these extra cuts in order to bring my hourly piece work earnings up to average. 
The piece work inspectors were familiar with the fact that this extra work was being charged to the job but 
realized that this was necessary owing to the fact that the piece work schedule prices were too low for a man 
to make wages.” 

In the matter of turning, counterboring and fitting of cylinder bushings shown in Items 2 and 3, Sheet 1, Exhibit 
C, two mechanics from the Havelock Shop assert positively that the average hourly earnings shown could not 
have been made on these jobs in 1916. The first one states: 

“I wish to state that I have worked on cylinder bushings for several years prior to 1916 and I know it to be 
a fact that a man could not average 55c per hour on this particular class of work. I believe to my knowledge that 
this exhibit is incorrect.” 

The second one states: • 

“I also wish to state that the price on this particular work was very low and it would be impossible for any 
mechanic to average 55c per hour. The same would apply on 20" bushings. As shown on this sheet, the decrease 
in production is very large, which I know is incorrect. I have operated this machine for over a year and I know 
this to be a fact.” 

Another job on which piece work price was so low that it was necessary for the mechanic to turn in work not 
done in order to make a fair day’s pay is shown in Item 4, Sheet 1, Exhibit C, covering the turning and threading 
of cross head wrist pins. 


79 


According to the mechanic on the job: 

“In 1916 I have turned some of these pins in on time card without performing this class of work on account 
of prices being set so low and in order to make a fair day’s rate. This would show a decrease in production as 
stated on this exhibit. 

“I have also had other work that had better prices—pistons turned and fitting pins, which would not show 
on this sheet in 1920.” 

% 

The true situation in the matter of piece work earnings on the C., B. & Q. R. R. appears in the following 
brief statement by a mechanic employed at the Havelock Machine Shop. According to him: 

“The piece work prices prevailing in Havelock Shops were made on basis of the day rate—at about 27c per 
hour. From time to time the day rate was increased but the piece work rates were not and since it was im¬ 
possible to get the piece work prices increased, it become necessary to check the work that was not done. Also, 
piece work prices prevailing in 1916, as stated in Exhibit C, Sheet 1, were set when the engines were much 

smaller. I frequently made application for increase in piece work prices, same being refused, and I was com¬ 

pelled to adopt other methods heretofore stated.” 

Another instance in which the average hourly piece work earnings fail to indicate the actual production insofar 

as the item shown is concerned, is found in Item 13, Sheet 1, Exhibit C, covering the slotting of 8 driving box 

brasses. According to mechanic engaged in this work at Havelock, Nebraska: 

“I wish to state that in 1917 and 1918 the prices on this class of work were very low, and, as shown on Sheet 
No. 1, the decrease in production looks very large. The prices were set on smaller types and I was required to 
check in other work that I did not actually perform. I also had work on this machine that had better prices, 
which would show a decrease in production on this particular class of work. For example: the good prices we 
had on this were, and where we had a fair day’s rate, where driving boxes were welded and we were required to 
slot this out, the same as re-slotting the box. Sometimes all we would have to do was to ship it out. We had 
to do this on account of making a fair day’s rate, and this would show a decrease in production in 1920, and it 
would not be shpwn on this sheet.” 

This same condition is reiterated by the mechanic employed in machining driving wheel centers as per Items 14 
and 15 on the same sheet, as follows: 

“There was times in 1916 while I was working on the wheel center 1 have checked in other work that I 
didn’t do to make up a fair day’s rating and in 1920 I was not checked up on that class of work and conse¬ 
quences are that the time consumed on turning in wheel centers did not show this and this would show the de¬ 
crease on deficiency on Exhibit C, Sheet 1.” 

That the average hourly earnings shown can in no sense be considered as an index of production in 1916 is shown 
by the following statement from the mechanic boring piston valve bushings, as per Item 2, Sheet 2, Exhibit C: 

“I wish to state that the price on these bushings was very low and it was impossible for any man to average 
64c per hour. There are different classes of bushings—some are 12" and some are 16", and if this exhibit was 
taken on 16" bushings this would show a decrease in production on this class of work. It takes about one hour on 
these 16" bushings and the price on them was 22c, and this would not show on this exhibit sheet. A man would 
have to do three bushings per hour to average this rating, which is impossible to do. The rate made on this 
machine was on other classes of work.” 

In connection with all this work it must constantly be kept in mind that, in very few instances, would any me¬ 
chanic do but one class of work during the month. As a general rule mechanics turn from one kind to another cov¬ 
ering numerous different kinds of jobs during any one payroll period. Where the job cited in the exhibit is a low 
priced job it requires little insight to realize that the average monthly earnings would not reflect the time necessary 
on inis job as they would naturally be increased to the extent that the mechanic had, during the same month, jobs 
which paid well. This is the case in connection with the second job cited on Sheet 3 of Exhibit C, i. e., the applying 
of main rods and side rods. The mechanic in question points this out as follows: 

“In 1916 we had other work besides applying rods that had considerable better prices than applying rods and 
would not be shown on this sheet, and would be a big decrease. 

“We also had another class of work that was a good paying job, such as fitting up wrist pins, and that is 
where we would make a good rating. This would not be shown on this sheet.” 

Another mechanic in commenting upon the jobs cited in Items 5 and 6, Sheet 3, Exhibit C, covering the re¬ 
moval of dry pipe, stand pipe and all rigging, calls attention to the fact that these jobs would not enable a me¬ 
chanic to make his fair rating and that foy this reason ti e rating shown was made up either as the result of other 
better priced jobs or as the result of checking in work not actually performed, which practice was connived at by 
management.. According to his statement: 

“In 1916 this rating would be made up in other classes of work as men in this gang had a better price on 
other classes of work and have also checked in work that they didn’t do and this would offset the rating taken on 
Exhibit C, Sheet 3, where I have^been working day work. The men that have checked in this work in 1916 have 
informed me that they have checked in work that they didn’t perform and in some cases the work has been 
checked in twice and three times. For example, the engine would be setting outside and would come back in and 
the dome cover removed and we would check in all of the work the same as it has been done when the engine 


80 


/ 


first came into the shop. In 1920 I have been probably timed on this particular job whereby 1 didn’t have 
very much to do and time was kept and possibly this work was put on one time card whereby I might have 
been working on some other class of work and I put it all on the same time card.” 

This situation, so far as it is connected with the jobs just referred to, is further described by another mechanic en¬ 
gaged in the work as follows: 

“I have worked on this work mentioned above and also checked in this work during the year 1916 and 1917 
and I know it to be a fact that we have checked in work that we actually didn’t perform which would average 
a rate as mentioned in Exhibit C, Sheet 3, that offset the time that was kept on the men in 1920 on this class of 
work. For example, they had sheets with schedule numbers on each class engine. I would take the sheet and 
copy down all the schedule on the sheet and turn it in whether the work was done or not. The men on the 
gang would leave the engine numbers on the board on the bench and state whether dry pipe ground or all joints 
ground or any classes of work on that gang and I would copy off the sheet every schedule number. This was 
done for the reason to make up a rating for all men in a gang as some of the prices were very small.” 

Job 16 on Sheet 4 of the Havelock exhibit is another case in which the use of the average hourly rate of 1916 
to reflect the time required to perform a specific operation during some month of the year, is entirely unfair. It 
appears that the time as shown for 1920 was recognized as the fair basis for the establishment of the piece work 
price and the increased earnings shown were due to other better paid jobs. According to a mechanic performing 
this operation: 

“On Exhibit C, Sheet 4, Line 16, regarding the operation of main frame top rail welded with “V” blocks on 
both sides- In setting the piece work price for this job 8 hours was considered the time required to per¬ 

form the work. In 1920 I have performed this work in 8 hours time. I did not perform this work in 1916 and 
contend that the 45% reduction in output is incorrect for the above reason. The blacksmiths who worked on 
this work during piece work also performed other classes of work paying higher rates and this would give them 
a better average per month during the 1916 period.” 

In connection with the job of forging 500 engine bolts, Item 5, Sheet 4, of the Havelock Exhibit, it should be 
pointed out that this is another instance in which piece work price was so low as to make it impossible for a me¬ 
chanic to make a fair wage, or the average hourly earnings shown, unless he charged in work not done or was 
given other jobs which paid him at a better rate for his time. The mechanic performing this work makes the fol¬ 
lowing statement covering the situation: 

“In 1916 I would turn in more work than I performed, for example, if I received an engine order for 
200 engine bolts I would make 100 of them and turn in the entire 200 and receive pay for making 200 bolts. I 
had to do this in order to make a fair wage. Since I have worked day work I make the full number of bolts 
each order called for. This would make it appear that I had reduced my output in 1920. Also since 1917 I have 
had to use bad oil in the furnace and this delays my work, as time is lost on account of the furnace not heating as 
it did in 1916. 

“Also in filling this order for 500 engine bolts I was required to cut them in the machine and the chart 
does not credit me with doing that on the record for the operation in 1920. 

“The 1916 price paid $1.10 for heating these bolts and changing dies in the machine. The piece work price 
of 1916 paid 45c for cutting these bolts off and I was not given credit for doing this in the figures shown on the 
chart.” 

In Job 6, cited on Sheet 4 of the Havelock exhibit, the railroad has furnished another instance in which the price 
paid for the work in 1916 was so low that it was necessary for the mechanic to make up his average earnings in 
other ways. According to the mechanic engaged in forging these fire door spring latches: 

“During 1916 all blacksmiths who made fire door latches also worked on other classes of work. Somi of the 
other jobs worked on paid better piece work prices than door latches and were, therefore, making a better aver¬ 
age when figured on monthly basis. 

“At times I turned in day work on days that I made fire door latches. This would also help to make a bet¬ 
ter average.” 

In connection with the forging of piston rods, shown in Job 10, Sheet 4, of the Havelock Exhibit, the me¬ 
chanic performing this operation calls attention to the fact that this job also was priced so low that other work was 
counted upon to make up the average hourly earnings upon which management.depends to show the length of time 
required to perform the work in 1916. No indfcx whatsoever of time required to perform jobs during that period is 
found in Job 14, Sheet 4, of the Havelock Exhibit, covering the forging of engine drawbar pins. A mechanic doing 
this work describes the situation as follows: 

“In making these drawbar pins in 1920, I turned in only the work actually performed. Also at times I filled 
the shop order for pins and someone would take the pins away to be used on other engines. I am then compelled 
to fill this order a second time and charge the work on both occasions to this same ,shop order. During 1916 
when working piece work it was a practice for the blacksmiths performing this work to gather up old pins about 
the shop. They would heat the heads on these pins and turn in for making new ones on shop orders which they 
had on hand. Since working day work these old pins are not turned in on shop orders, as we have only turned in 
those actually forged.” 


81 



Side rod work was also considered in 1916 a low paying job on which it was necessary to check in hourly work 
or other piece work in order to make fair earnings at the work. According to a mechanic who was a helper in 1916, 
the situation is described as follows: 

“I also made side rod main connections Class D-4-A shown on Exhibit Sheet 4, Line 18. This class of rods 
has never paid good piece work price and in 1916 they were not required to work the body to a finish size. 
Other rods paying a better piece work rate helped to make the average day rate higher, also sometimes the 
crew performing this work at this time turned in day work to make their earnings. 

“During 1916 I worked as helper in this crew and was familiar with the way the work was turned in.” 

In commenting upon the fourth job shown in the exhibit covering the Aurora Locomotive Machine Shop, the 
machinist who has been performing the work for 20 years states that he was never able to make the rate shown 
on this particular work. His statement follows: 

“I know that I was never able to make $0,655 per hour performing this particular work. There was other 
work on this machine which had a better price on it and I was able to make a higher rating on this, and this work 
along with the day work that would be given me, while I was actually working on work charged in piece work, 
would make my average about $0,655 per hour as stated.” 

The 17th job shown on Sheet 1 of Exhibit D covering the facing for ring and turning of two old piston valves, 
the railroad has again chosen an instance in which an attempt to compare production by using average hourly earn¬ 
ings in 1916 and the time required on a specific operation in 1920 leads to false conclusions. The time required to 
perform this job may, depending wholly on conditions over which the mechanic has no control, vary between wide 
limits. Under piece work conditions allowance for this variation was made through giving the mechanic a certain 
number of hours payment on an hourly basis. The average time required for the performance of this operation has 
been no greater in 1920 than it was in 1916. According to the statement of the mechanic: 

“I will state if these piston valve rings were in first class condition 1 could perform this job in 1 hour and 
30 minutes and could make an average of $0,588 under the piece work system. But at times these bore rings 
would not slip on the stem and turn and it would be necessary to remove them from the machine and if I could 
not make my piece work average earnings working under these conditions the foreman would allow me to turn 
in sufficient day work to bring up my average something like $0.58 per hour. I will state under normal con¬ 
ditions in 1920 that I still performed and completed this job in 1 hour and 30 minutes the same as I did under 
the piece work system in 1916 and as to the decrease of $0,489 I could not state just what particular job they 
have checked me on it could be that on this particular job that there was more stock on the ring and it would 
be necessary for me to take two or three cuts to complete the job where under normal conditions I could com¬ 
plete it in one. I will also state that these rings differ in size, there are a 10, 12 and 14 inch to perform the 
work on the 10 and 12 inch ring, there is not much difference in the operation, but in a 14 inch ring it will take 
almost 2 y 2 hours on an average, and as I do not know the size of the ring which they have made this check on, 
it is impossible to state just what would cause a decrease as is shown on this exhibit. I will also state that the 
man who drew up this exhibit surely did not know much about the mechanic’s part of this work or he would have 
stated the sizes of these rings so as I would be able to show what operations were made.” 


JOB CITED NOT COMPARABLE AS BETWEEN 1920 AND 1916. 

In many instances throughout the exhibit the railroad has chosen examples where the work coming under the 
same general heading in 1920 is not comparabe with similarly named work in 1916, due to changes in equipment, 
changes in material, changes in machinery and in other conditions. 

As an instance of this, take the turning, cutting to length and threading of two crank pins. Item 14, Sheet 1, 
Exhibit A. Concerning this job the mechanic states: 

“Regarding the time of 5' 15" turned in against me in 1920, will say that in 1920 pins were made of new 
Bloom steel and some of Chrome Vanadium steel. The steel being much harder and tougher than the steel 
used in 1916, it naturally takes longer to work it. In 1920 this work was also done on a different machine 
than in 1916. The machine I had in 1916 was a direct drive, equipped with variable speed motor and I could 
get any speed I wanted by simply pulling control lever. The machine I used in 1920 had a one speed motor 
and any changes in speed must be accomplished by shutting off feed and machine to change gears. On an 
average one hour out of nine is lost on account of this machine.” 

In the case of the slotting of four driving box brasses to fit the boxes, Item 23, Sheet 1, Exhibit A, the jobs 
compared as between 1920 and 1916 are not comparable for two reasons. In the first place in 1916 the preparation 
for this work was done day work the piece work price covered simply the straight-away, uninterrupted performance of 
the job. In addition to this, the boxes on various types of engines in 1916 were very considerably smaller than the 
prevailing type in 1920. Concerning this job the mechanic states: 

“In 1916 the preparation of this work, such as sharpening tools and placing material convenient to machine, 
and changing mandrils was done day work. When the mechanic started on piece work and was not interrupted 
until the material placed conveniently was used up, brasses being only fitted and not pressed in. In 1920 the 
mechanic was often required to use poor tools when brasses were fitted and pressed in. 


82 




“In 1916 the railroad company did not have but a few of the larger type of engines in service. The boxes 
used on the large engines in 1920 weighed about 750 lbs. complete. When in 1916, the boxes used on the vari¬ 
ous types of engine weighed from 200 to 450 lbs.” 

One of the most important factors tending to condition the expeditious performance of an operation is the state 
of repair in which the machine is kept. In cases cited Items 3 and 26, Sheet 1, Exhibit B, showing the time re¬ 
quired to turn 4 main crank pins and also the time required to cut off, turn and finish two piston rods, the condi¬ 
tion of the machine involved proves to have been the determining factor in increasing the time required as be¬ 
tween 1916 and 1920. The machine itself actually will not cut as fast as it would in 1916. According to the machin¬ 
ist the situation is described as follows: 

“Will state that the machine which 1 am operating and upon which this class of work is done at present is 

badly in need of an overhauling and has been for some time, and it is impossible to use the same cutting tools 

that would be used if machine was in good order, and as a result machine cannot be made to cut as fast as it 
probably would in 1916. This lathe is the only one available for this work at this point and until recently work 
was coming so fast that a shut down for the purpose of overhauling the machine would have been a serious 
handicap to the shop.” 

The comparison made by the Company in Item 13, Sheet 1, Exhibit B covering the time required to bore 10 
driving boxes to fit journals, etc., takes no account of the fact that since 1916 the Company has entirely changed 

the nature of this job introducing new elements of exactness which considerably increased the time required for 

its performance. As the result, any comparisons made, are invalid. According to the mechanics on the job, the situ¬ 
ation is described as follows: 

“On this work in the past two and one-half years or since 1916 the company has inaugurated the boring of 
boxes exactly central where formerly they were allowed to pass a quarter of an inch out thus making it neces¬ 
sary to scrap a great many work brasses that formerly would have passed. The price on boring the old was the 
same as on the new, while the new job takes considerably longer being more stock which requires more cuts. 
Setting up of boxes to be bored exactly central requires much more time and care than setting up with a roller 
such as was used in the past on the old brasses.” 

In Items 21 and 22, Sheet 1, Exhibit B, the railroad has again made a comparison in the case of a job which 
has been altered between the two periods. The mechanics involved describe the new conditions as follows: 

“Will state that on this work under piece work in 1916, practically all rings of this kind were turned to 
standard trams while in 1920 under the hourly rating we have been required to caliper each of the four fits on 
each ring, two on the eccentric and two on the eccentric strap, which consumes much time owing to the ne¬ 
cessity of having to leave the machine and go to various points in the shop or roundhouse to caliper sizes.” 

In connection with the boring of cylinders, Items 2, 3 and 4, Sheet 2, Exhibit B, mechanic who has done practi¬ 
cally all the work since 1910, points out a change in the conditions of the job which would cause the time to in¬ 
crease to a very considerable extent. In his words: 

“Further in boring cylinders today it frequently happens that cracks in same have been welded by the 
acetylene process and in such cases this makes the work of boring a very difficult matter as the welded places 
are sometimes so hard that the cutting tool will not go through them and it becomes necessary to chip the rough 
surface off with a chisel which causes great delay which could not have existed in 1916 when they had not be¬ 
gun welding cylinders by this method.” 

In the case of the jobs shown in Item 6, Sheet 2, Exhibit B, the railroad has chosen for comparison another in¬ 
stance in which the nature of the job has been completed changed since the abolition of piece work. The job in 
question is that of hanging and bolting two sets of guides including the reaming of 16 holes. The mechanic engaged 
in this work describes the increased work involved as of 1920 as follows: 

“Will state that 1 have performed this for the greater part of my time during the past five years. Under 
piece work we would never renew a guide block unless the old one was completely beyond use, and bolt holes 
at that time were never reamed properly and otten not at all. Guides were seldom placed in perfect line with 
the cylinders as should have been done, but were put up in whatever manner would permit bolts to go in the 
holes without reaming. Liners which were used then were often rough scrap iron and were not put in with¬ 
out being planed, and raw edges were left on these liners after being cut under shears to approximate size. Un¬ 
der present system guides are properly applied. Guide blocks are renewed or the holes plugged and redrilled, 
the guides are put in perfect line and the holes reamed and made perfect. For the past two years reamers and 
rose bits of all different sizes have not been furnished us and it is often necessary to use reamers and rose bits 
larger than should have been used account of not having size needed. 

“Guide liners are now made out of good material and are planed to proper thickness and the rough edges 
smoothed to make them the exact shape of the guide block, and as a result of this difference in workmanship 
more time is consumed but a substantial and mechanical job is done.” 

In connection with the turning, cutting to length and fitting of 4 new 10" steel driving axles shown in Item 6, 
Sheet 1, Exhibit C, the condition in which the parts come to the mechanic has changed very considerably since 
1916. According to the mechanic doing this kind of work: 


83 



“Regarding driving axles new 8" turned and cut. Lines No. 5 and 6, I wish to state that I believe these fig¬ 
ures are incorrect on this class of work, as this exhibit may have been taken off of axles that 1 have roughed and 
finished complete as shown on this sheet, and the rate that was taken off of another man’s rate might have been 
taken just from finishing axles. This would not be shown on this exhibit sheet and would also show a large de¬ 
crease in production on this class of work. We get stock on some axles that we have to turn down as much 
as 1" stock and this would show a very large decrease in production, and would not be shown on this sheet. 
We also have to cut off axles as much as 2", whereby in 1916 material was furnished for different classes of en¬ 
gines the right length, where we would only finish the job, that is take a finish cut would not have to do any 
roughing and this would not be taken on this sheet and would show a large decrease in production. This 
would also apply to engine truck axles on Lines No. 18 and 19, as we have to use old material the same as on 
driving axles.” 

It is obvious from the above quotation that, until the railroad has offered evidence to prove that the comparison 
is made between jobs done on material in the same condition, the comparison is worthless. The changed condi¬ 
tions surrounding the job also render inconclusive a comparison in the case of turning and cutting threads on two 
crosshead wrist pins. Item 4, Sheet 1, Exhibit C. Not only was the material different in 1920 but the work was 
performed on a different machine. According to the mechanic doing the work: 

“In 1916 they were all rough and threaded on a turret lathe, while in 1920 90 per cent of them were old 
pins and threaded on engine lathe. In 1920 I was required to turn and thread all these pins on the engine 
lathe, which would show a big decrease in production. There was considerable stock to take off this material in 
1920, whereby, in 1916 I had material to pick from. This would also show a decrease in production. 

“We also had nichrome steel in 1920, which is harder material to work with, which would decrease in pro¬ 
duction. In 1920 we did not have cutting steel that we had in 1916.” 

One influential factor in the length of time required to perform certain jobs is the quantity in which the given 
job is performed. In the case of the machining of wheel centers as per Items 14 and 15, Sheet 1, Exhibit C, a re¬ 
duction in the number of wheel centers machined at one time between 1916 and 1920 tended to increase the average 
length of time required to perform each operation. According to the statement of a machinist engaged in the 
work: , 

“In 1916 we machined wheel centers in whole sets or more and we were able to handle same more effi¬ 
ciently than in single center or pairs and castings have also been changed so there is considerable more surplus 
stock to remove and have had to consume about 40 percent more time on this than formerly. In 1920 have not 
received more than two centers at any one time and what centers we did receive are of the heaviest the railroad 
had at the present time whereby in 1916 have used lighter castings and also had other class of work in 1916 
that had better prices than the wheel centers.” 

It appears doubtful whether Item 29, Sheet 1, Exhibit C, covering the turning, counterboring and facing of the 
ends of the two 0-2 piston valve bushings presents in any sense a fajr picture of comparable jobs. According to the 
following statement of a mechanic doing the work, the railroad has much left to explain in order to make the com¬ 
parison valid: 

“To my knowledge there was no piece work schedule on the Class 0-2 valve bushings, however, there was 
a piece work schedule on other classes of bushings a good deal smaller than the 0-2 and to my knowledge I be¬ 
lieve that this exhibit was taken from that class schedule. Will say that those castings are not all the same 

density, some are harder than others, and due to the fact that I have to clean valve chambers to get sizes 

and sometimes wait ’till they knock one or two out. I do not know whether this particular instance was of that 
nature or not. It consumes considerable time to go over on the floor and do this extra work. Then, too, in 1920 the 
operation was changed. I was required to reset bushings in order to make counterbores to standard which 
was not required or practiced in 1916. This counter-bore had to be made by hand feed in 1920, in 1916 this same 
counter-bore was made by one single operation. If this was taken under these conditions it may have been 
true.” 

In connection with the job cited in Item 30, Sheet 1, Exhibit C, showing the time required to mill piston valve 
bushing ports, it should be pointed out that the condition as to tools was so different in 1920 as to render it prac¬ 
tically impossible for the man on the job to handle the work as rapidly as he was able to under the conditions pre¬ 
vailing in 1916. According to his statement: 

“1 believe that the time taken on piston valve bushing ports milled was checked on me. During the time 

I did this particular class of work in 1920 I did not have the required tools, which were supplied to the man 

that did this class of work in 1916. In 1916 they informed me that they had all high speed tools, which would 
save considerable time. This particular job never did pay very much money and when the operator ran this 
machine in 1916 there was a machine standing idle for. that class of work at all times, which would save consid¬ 
erable time in setting up. It takes considerable time to change the machine for this class of work and this time 
may have been taken from that.” 


84 


In the case of Items 9, 10, 11 and 12, Sheet 2, Exhibit C, it appears that the railroad is again citing jobs in which 
a number of conditions changed between 1916 and 1920. According to the mechanic doing this work: 

“In the year 1916 I was operating this machine and all these castings were annealed, which would save from 
30 to 35 per cent time—in 1920 this was never done. In 1920 I wgs working exclusively on 14" and 15" valves. 
This consumes considerable more time than smaller valves, which would be a great decrease in production, as 
shown on this sheet. This would also apply to valve bull rings. 

“Regarding piston valve followers, I could not make rating, however, was allowed to check in rings that 
I did not do, which made it show my rating high on sheet No. 2, and this was not checked in 1920. 

“Regarding piston valves overhauled, in 1916, I have slighted a lot of work on account of too much work 
assigned to this particular job, whereby in 1920 we did considerably better work on this class of work, which 
would show a large decrease in production.” 

The conditions surrounding the job cited have also been materially changed in the case of boring 37*4" stand¬ 
ard truck wheel tires to fit centers. As pointed out by the mechanic doing this work: 

“During the year of 1920 they have changed the operation. For example: In 1917 we bored all tires stand¬ 
ard and in 1920 we are required to caliper the wheel centers of every .wheel. This consumes considerable time 
and it would not be shown on a decrease in production on this sheet. They have equipped the boring mill with 
a patent chuck and they would not hold with a heavy feed like the old chucks would that we had on the ma¬ 
chine in 1917, and this would cause a decrease and would not be shown on this sheet. For example: It would 
decrease the feed on the tool 50 per cent in roughing tires and this would not be shown on this sheet.” 

In connection with the job of boring with a bar one (1) 19" cylinder with an extra cut shown in Exhibit C, 
Sheet 3, Item 1, it should be pointed out that between 1916 and 1920 there was an important change in the method 
of doing the work. The changes are described by the mechanic doing the work as follows: 

“I wish to state that 1 have operated cylinder boring bar in 1920 and I see on this sheet that there has been 
a big decrease in production on this class of work. In 1920, one machinist is assigned to a boring bar and in 
1916 one machinist would run two machines at one time and this would show a big decrease in production on 
this class of work in 1920 and it requires considerable time to rig up a boring bar from one engine to another 
as different cylinders require different equipment and this would show considerable decrease in production 
when one man is running one machine. In 1920, they would not have any regular boring bar to fit this class of 
cylinders and this consumed considerable time to rig up this machine and would show a big decrease in produc¬ 
tion as stated on this sheet.” 

t 

There was also an important change in the arrangements for applying a set of main rods and side rods for 
which the time is given in Item 2 of the same sheet. The change involved the substitution of a helper for a regu¬ 
lar machinist. It need hardly be pointed out that two machinists working on this kind of a job would naturally re¬ 
quire less time to complete the work than would a machin st coupled with a helper. This is pointed out by the me¬ 
chanic in question as follows: 

“During that year I had one man with me that did practically the same work I did, whereby in 1920 I had 
a helper and all this helper could do was to help the machinist. This would show a decrease in production on 
this class of work.” 

4 . 

Another description of the alteration in the method of performing Item 1, Sheet 3, Exhibit C, is given by a me¬ 
chanic as follows: 

“I wish to state that in 1916 there were two men on this work and we operated from three to four machines 
at one time, which would show a decrease in production in keeping time on one particular machine.” 

This same mechanic again calls attention to the fact that whereas in 1916 two mechanics worked together on 
jobs, in 1920 jobs such as those shown in Items 3 and 4, Sheet 3, Exhibit C were performed by one mechanic, assisted 
by a helper. His statement is as follows: 

“In 1916 we did not have a helper on the job, the two men that were on the job were both mechanics, 
which would show a decrease in production in 1920 and there was other work checked in that was not performed 
on some of this work, which would not show on this sheet. We were required to do this in order to make a 
fair day’s rating, and this would not show on this sheet.” 

In connection with these jobs there was also a considerable change in the facility with which mechanics secured 
material. This is described by the same mechanic as follows: 

“In 1920 we did not have the material and stock on hand like we had in 1916, which would show a great de¬ 
crease in production. In 1920 they would not permit a mechanic to go on the machine side to get the material 
that is required and from time to time a helper would get some material and would be required to make extra 


85 




trips, while the mechanic is waiting on the job for the material. This would show a decrease in production not 
shown on this sheet.” 

Other changes in these two jobs which interfere with any possibility of a fair comparison of the time required 
are mentioned by this same mechanic as follows: 

“Regarding dry pipe the head and throttle rigging in and dome cover on in 1916, I have done this class of 
work and all this work has been checked in for a gang of men from five to seven and this would not be shown 
on decrease in production on this sheet. In 1916, we had small type of engines and in 1920 we had larger type 
of engines and prices on this class of work were all set on small type and this would not be shown on this sheet 
and would show a decrease in production for 1920.” 

In commenting upon Item 7, Sheet 3, Exhibit C, showing a decrease of 37.6 per cent in the apparent efficiency of 
employes setting guides up and lining them with bar including holes reamed and bolted, the mechanic engaged iu 
the work calls attention to a number of impqrtant changes 'ri shop conditions which would tend, materially, to in¬ 
crease the time necessary for the performance oi the job. It should be mentioned in this connection that erecting 
jobs are always of such a character that a very considerable variation in time consumed will be shown for which 
reason the comparison of one job of this kind with average hourly earnings in another period has no value whatso¬ 
ever. The mechanic’s statement as to changed conditions are as follows: 

“In 1916 we had better tools for example lining bar$ in 1920 were all out of commission and this would 
show a big decrease in production on this work and also in 1916 we were not required to ream holes whereby in 
1920 we had to do all of this reaming. In 1916 it was assigned to other men and we did get paid for same and 
this is not shown on these sheets and would show a very large decrease in production. In 1920, we have had 
other work in addition to lining guides for example replacing cylinder casings and this consumes considerable 
time and also applying guide steps and grinding crossheads for piston fits. If this work was added to this class 
of work in 1916 there would be more time consumed in completing the job which is not shown on this sheet and 
would show a big decrease in production in 1920. In 1920 there has been a change in men on this class of work 
and this would also show a large decrease in production as new men would not be acquainted with the work 
and time might have been kept on these men.” 

■s. 

Another job in which changed conditions vitiate any attempt to compare the time required is to be found in 
Job 16, Sheet 4 of the Havelock exhibit. A brief description of some of the changes which have occurred between 
those two periods is contained in the following quotation by the mechanic on the job: 

“In 1916 when we had the old frames there was no clamping together as one part held the other part while 
being welded. At that time the frames were taken down and brought to the blacksmith shop for repair. Dur- 
in the 1920 period most frames were welded with the torch and the operation performed by me was the fitting 
of blocks and clamping same to the frame. This work is not performed as it was in 1916 unless the frame is in 
extra bad condition.” 

In at least one instance shown in the exhibit the increase in time shown in 1920 appears to be the result 
of a deliberate attempt on the part' of Management to prevent mechanics making good on a certain job. It appears 
that under the seniority rule, a certain mechanic bid in a job and that the Management of the shop set about showing 
that this mechanic could not make good on the job. He describes this attempt as follows: 

“I was working on valve motion work on the link bench, I bid on a machine and the foreman took all the 
tools away from the job. When I arrived on the job I had no tools to work with and I had to borrow from 
another machinist. They have done this to show I could not make good on the job, which no man could with¬ 
out tools but I borrowed tools and made good.” 

Changed conditions surrounding the forging of fire door spring latches shown as Job 6 on the fourth sheet of 
the Havelock exhibit, account in part for. the increased time shown as necessary to perform the job. At least one of 
the conditions cited by one mechanic performing the work has evidently been recognized as valid by Management for, 
as will be shown by the following quotation, the condition has recently been remedied. The statement of the me¬ 
chanic is as follows: 

“I performed the above class of work during 1920 and will state that during 1916, 1%" bar stop was kept 
on hand for this work while in 1920 I sometimes was compelled to use \ l / 2 " round which would take longer as I 
had more forging to do with the later size material. During 1920, we have been required to use a poor grade of 
coal taking longer to heat material and also have had considerable trouble with the blast on account of the poor 
condition of fan which furnishes same. The management has now installed a new motor driven fan but this 
fan has only been in use about one month.” 

Another instance in which changed conditions for which Management is responsible account, in a large measure, 
for the increased time shown, is brought out by the following statement of’ a mechanic who, since 1917, has done 
all the work shown in Job 10, Sheet 4 of the Havelock Exhibit: 

“In 1916 the crew made from eight to twenty-four pistons on each shop order and generally had orders to 
make about the same number of round steel for knuckle joint pins. We made more money on the large orders 
as we did not have to change dies so often and also did not have to wait for material to heat as we kept enough 
pieces in the furnace that one was hot at all times. Since working day work smaller orders are worked each 
time and time is lost changing dies. It will take just as much time to make four pistons out of two pieces of 

86 


metal as it would to make eight out of four pieces of metal which would be gained by the arrangement of heat¬ 
ing.” 

In at least one instance, the compilers of the exhibit have failed to cover the entire job shown in 1920 when 
giving the piece work price on the basis of which average piece work earnings for 1920 were shown. Certain essen¬ 
tial operations in connection with the repair of side rods by welding, shown in Jobs 12 and 13, Sheet 4, of the Have¬ 
lock exhibit, were covered by an additional piece work price which was always paid in 1916. According to two me¬ 
chanics performing this work the situation is described as follows: 

“We worked on this class of work during 1916 and 1920 and note that chart states that $2.72 was the piece 
work price for each rod during 1916. The piece work price of 1916 was also 70c for heating both ends in order 
that cracks might be located that might be in them. The proper earning of the 1916 price should have been $3.42 
in place of $2.72 as shown on the chart. In the repairing of all side rods it was necessary to take these heats 
therefore, when the time was taken in 1920 that work was done but credit was not given for the operation. There 
was also piece work price for trimming the rod and credit was not given on the 1920 record specified on this 
chart. In welding new ends on these rods in 1920 the welding, heating and trimming of the rod is performed 
complete and if the chart presented by the Burlington management had given credit for the three operations 
the output would not have shown a decrease for 1920.” 

Some of the changed conditions which prevail in connection with the forging of rods as analyzed in Items 17 
and 18, Sheet 4 of the Havelock exhibit, are described as follows by mechanics engaged in the work: 

“We forged them out of 6x16 steel. In 1916 the hammersmith forged them in the rough. They were then 
taken to the frame fire and lined and straightened. In 1920, we have been required to finish the job in the scrap 
furnace doing both the work we formerly did and the work that was performed on the frame fire. 

“During 1920 we had two broken die blocks and for this reason we had to take more heats to complete a 
rod as the condition of the die did not permit the working of colder material. We have also had a belt driven 
fan which has been in very poor condition for the past two years. This fan was shut down on the average of 
twice a week to lace belts and now they have installed a new motor driven fan.” 

A particular instance covered in Item 18 is further referred to by one of these mechanics as follows: 

“The last two rods of this class that I made were made to finish size in the brody, therefore I was longer 
in making the rods than ordinarily. It has been about six months since I made rods of this class and I am of 
the opinion that the time as shown in the exhibit was on the making of these rods. These rods were made by 
6x16 blooms as was main rods in the above statement.” 

The same conditions described as interfering with production in connection with the two previous jobs are again 
referred to by one of the same mechanics in referring to the forging of two side rods shown in Item 19 on the same 
page. 

The following statement from a mechanic in the Aurora Locomotive Machine Shop with reference to the fifth 
job shown in the exhibit from that point covering the turning and threading of 250 crown stays, shows clearly the 
extent to which variation in shop conditions must, in the nature of things, affect the time required to perform the 
job: 

“This is correct, I could turn out 250 of these bolts in 10 hours and 30 minutes in 1916 if the heads were all 
of a uniform size but in 1920 the machine which squared these bolt heads, the dies were worn out of square and 
when the bolts would come to my machine they would not be a uniform size and I would have to sort them and 
change the jaws in my machine to hold them and in some cases had to hold them with my hands to turn and 
thread them true. As to it taking me 16 hours to complete 250 stay rods this is not a fact on this class of a 
job for it never has taken me over 12 or 13 hours to turn these stay rods. They were of a uniform thread 
and the same die could complete the job but in 1920 i i several cases they were of two different size threads on 
the same stay rod which would make necessary to handle these rods twice to complete the job. I have also 
called the boss’s attention to these bolts in regard to shape of head when they were brought to my machine 
in the past year but it seems as though it did not do any good. They are still coming in the same kind of 
shape; as to the heads on these rods they are only $4" square and if they are out of square the machine will not 
hold them. The speed of my machine is 265 revolutions to the minute and if these bolts are not secure in the 
machine they will fly out by not being properly secure. I am forced to stop my machine and I have had to 
take it by hand and hold it in the turner and start the machine again and complete the operation. This would 
take double time to perform' the work under these conditions.” 

In the tenth job cited in Exhibit D, the railroad calls attention to the increased time required by the mechanic 
boring driving boxes and fitting them to the journal. In commenting upon this, the mechanic in question calls at¬ 
tention to the various changes in condition between 1916 and 1920 which render the comparison shown of no value. 
He shows that a change in the place of the machine on which the work is done considerably reduced the speed at 
which it was possible to operate, he shows that entirely different arrangements for the hoisting of castings have 
resulted in considerable delay and he points out among other things that the average hourly earnings shown do not 
represent the time required in 1916 to do the work. His statement follows: 

“In 1916 the machine that I performed this work on was located in the old part of the shop. I had a hoist 
which I operated myself to handle these castings but in 1920 this machine was moved to another part of the 


87 


shop and by moving the machine it caused the machine to have less speed and it was impossible to turn out as 
much work as I did before the machine was moved, for it would take from 30 to 50 minutes longer to perform 
the work with the slow speed than what it did when the machine had a higher speed. In 1916 they state 

that I averaged $0.40 per hour on this class of work. I will state that I turned in from three to five hours 

a day day work which made my average come to $0.40 per hour. In 1920 I performed this same work, but 
they assigned me to another machine which consumed one hour a day of my time. Also after they had 
moved my machine to the new part of the shop there was a curtain that protected me from the weather and 

the company would not allow men running machines to wear gloves and at times this curtain was rolled 

up to allow the crane to go outside to perform other work and would be kept up until the crane returned. 
During this time it would be necessary to leave our work and go to other parts in the shop to get warm, 
also, in the new part of the shop the crane that was used to handle our castings we would have to wait 
for one hour a day on an average for this crane to handle our work where in 1916 we never had any 
delays on cranes. In 1920 the driving boxes bored to fit journals would take considerable more tinie because 
they were a larger casting and it would be necessary to bore as much as two inches more through casting 
than what it did in 1916, as the power was considerable larger in 1920 than it was in 1916. This would 
make* all castings larger.” 

Jobs 12, 13 and 30 on the first sheet of this same exhibit covering the boring and turning of eccentric slip 
rings and the boring of new eccentrics, is another striking instance of conditions under which most work has so 
materially altered since 1916 that the jobs are not in any sense comparable. Not only does the material come to 
the mechanic ip this condition, but the condition of his machine is such as to make it surprising that he is able to 
make any kind of time at all on the job. Under these conditions, to talk about a decrease in average hourly piece 
work earnings as representing a decrease in effort and to attempt to evaluate this decrease as amounting to 19.1% 
to 1% and to 73.1% on the various jobs shown, is the height of misrepresentation-. The statement of the mechanic 
follows: 

“During 1920 for about 7 to 9 months we were getting brass rings to turn the rings out of that had 
been cast from a pattern that was too small. In turning up these rings there was not enough stock so that 
the tool could be set deep enough to cut below the hard scale on the surface of the casting. This neces¬ 
sitates the cutting down of the speed of the machine to about one-third of what it could have been run had 
the castings had enough stock on them. If the speed of the machine had not been cut down it would have 
meant that the tool would be burned on the cutting edge and would constantly require resharpening. I was 
not on this job in 1916 but entered the service in June, 1917, and the machine was a total wreck when I took 
it. Almost daily this machine breaks down and I spend from 15 minutes to an hour making repairs on it. 
When I am doing this I just charge the time to the particular job I happen to be working on at the time 

and it is possible that I had to make some repairs on the job which they have set the time on in the exhibit, 

where they state that it took me 11 hours to. turn and bore 12 eccentric slip rings. In the case where they 

state it took me 15 hours in 1920 to turn and bore 20 eccentric slip rings, this might be correct. The 

time necessary to perform this work would vary either under piece work or day work. This would average 
one every 45 minutes and I have averaged one every 35 minutes on some jobs and on others it has taken 
me fully an hour on account of the condition of the casting. On the machine that I am working on in 1916 
it was a double head machine and would perform two operations at one time. This made it possible to both 
bore and face the eccentric at one time. One of these heads has gone completely out of commission. This 
means that the machine has to be used on one operation at a time, first boring and then facing it; this 
accounts for 50 per cent of the alleged reduction. The other head that is left and that I have to perform 
both operations with is out of order. In boring the eccentric, when the tool comes to the split in the set 
screw hole it causes tool to dig and naturally if I was running fast before I would have to cut down my 
speed to overcome this and this would cause me to take a longer time to perform the work.” ♦ 

The impossibility of arriving at valid conclusions through the comparison of jobs characteristic of railroad 
shops as attempted in the exhibit in question is brought out by the following comment of a mechanic perform¬ 
ing the work described in Item .21, Sheet 1 of Exhibit D. He calls attention to the changed conditions surround¬ 
ing the job at the Aurora shops as between the two periods. The job in question is the boring of one main rod 
bushing which, according to the exhibit, took 1 hour in 1920. Statement of one of the mechanics performing 
this work at the Aurora shops follows: 

“I will state that I could complete this job in 40 minutes if the brass did not have too much stock and sand 
spots where I would have to cut it two or three times. This would take twice as long to complete the job 
in 1920, but in most all cases in 1916 I never had to take more than two cuts to get the brass down to fit 
properly. In 1916 I never did make $0,487 per hour on this class of work. I had other work that paid bet¬ 
ter prices that brought my rating - up. There might have been a few cases where I had an old brass that 
I only had to cut once where I could have made $0,487 per hour. In 1916 the blades were more plentiful and 
steel was easier to get and we did not have to use the blades until they were worn back so far that they 
did not hold edge but in 1920 steel couldn’t be gotten and we had to use the blades as long as there was any 
steel and this would account for a decrease in the output but by not having steel as plentiful for these ma¬ 
chines.” 

The job next in order in the exhibit covering the turning and boring of 14 rod bushings is another striking 
instance in which changes in shop conditions are completely modified by the time required to perform the job. 
The compilers of this exhibit must have been well aware of the facts described by one of the mechanics on the 
job at that shop, and it is, therefore, surprising to find the job cited as an example of decreased effort on the 


88 


part of the mechanics without any attempt to enlighten the Board or public as to the changed conditions 
under which the job is done. According to the exhibit the job was performed in 1920 in 20 hours and 30 minutes, 

being an increase of 65 per cent over the time required to perform the same work in 1916. Statement of the 

mechanic follows: 

N 

“In 1916 when I was performing this work, in the first place I never did the job piece work, in the second 
place the job had been removed from a machine which was bought purposely for that class of work. It was 
motor driven lathe that was bought purposely for that class of work. When piece work was taken out of the 
shop that work was removed from the motor driven lathe to a friction clutch belt driven lathe which has 
been worn out at the time this work was assigned to this machine and it was impossible to turn out as much 
work on this old machine as it was on the machine which was bought for this purpose and was used while 

working under the piece work system. It would take me on an average of one hour a day in keeping this 

old machine in repair. Another cause of the output being reduced during the year of 1920 was that I would 
have to wait from one hour to two hours a day on castings and at times I would be assigned to other work 
where I would have to change my machine and this would cause a loss of time of about 30 minutes.” 

Another instance in which changes in the method of handling the material have resulted in considerable de¬ 
lays is cited by the mechanic doing the work shown in Items 25, 26 and 27, Sheet 1, Exhibit D. His statement 
follows: 


“As to my only averaging $0.37 per hour in 1920 for performing this same class of work I will state that 
in 1916 I had an air hoist that I operated myself to handle these driving wheels and there was no time lost 
in handling them, but in 1920 1 was moved to the new part of the shop where they had an electric crane to 
handle these wheels and on an average I would lose from 30 minutes to an hour waiting to change these 
wheels. Also in 1920 in the new shop there was a curtain to protect the cold and at times this curtain would 
be raised when the crane would be taken to the outside of the shop and would be left up until the crane 
returned and this would force me in severe cold weather to go to other parts of the shop to get warm and 
we did not have this condition under the piece work system.” 

In the following statement he brings out certain other conditions which would tend to bring about a very 
considerable variation in time required to perform the jobs covered. These jobs include turning of driving wheel 
tires and boring, facing and recessing for hub pla^e of steel driving wheel centers: 

“As to the four pairs of tires turned on driving wheels, on the same sheet, and the same class of work 
they claim it took 11 hours and 30 minutes to perform the work on these four pairs of wheels. I will state 
that I have had wheels that were crystallized and it would take me as high as three hours and thirty min¬ 
utes to do one pair, it all depends on the condition the wheels are in. For another example under the day 
work basis in 1920 there have been many cases where I have fit my machine up to fit a pair of wheels as 
high as four times as the boss would come along just as I would have my machine set with a rush job and 
make me change my machine to do this job which would mean a loss of one hour’s time for each change and 
under the piece work system in 1916, if we had to make these changes we had a price of $0.66 for up and 
down and by making these four changes on this particular date it would mean a loss of time of four hours 
where under piece work we were allowed this time. For another example, there are many occasions where I 
have to go to the scrap yards and look up second handed tires for wheels you have to scrape the paint and 
grease and dirt off of these wheels to find the tire numbers and when working we had a piece work price that 
covered this time, but under the day work system I would like to know whether they figured these prices in 
on making up the exhibits.” 


TIME SHOWN NOT AVERAGE FOR 1920. 

In a number of the instances which compose the C. B. & Q. exhibit, the supervisors have definitely chosen the 
slowest time under time work conditions for comparative purposes. In other words, they have gone to the limit to 
prove the contention desired by the higher officials. 

Take for instance Exhibit A, Sheet 1, Line 2, where the C., B. & Q. shows 15 hrs. and 15 min. as taken in 1920 to 
turn, bore, cut off and face 48 air pump packing rings. Investigation reveals that this is either based on an in¬ 
correct time check or that some abnormally long time has been taken. This is now done in approximately 6 

hours at that shop. According to the signed statement of a machinist employed there in 1920: 

“There evidently has been an error in checking this time. It requires two hours time to a cast¬ 
ing making about 16 rings, and three castings would require 6 hours, making about 48 rings. In other 
words, the work of machining 48 of these rings I would do in 6 hours.” 

There are certain of the items shown in the exhibit presented by the C., B. & Q. R, R. where the supervisors 
in charge of collecting the data have very obviously taken pains to select, as examples of the time required, cases 
where this time was abnormally long in 1920. Such is the case with Item 18, Exhibit A, Sheet 1. This job covers 

the drilling and counterboring for bolts and columns of two front crank pins. Concerning the time shown, the 

mechanic writes as follows: 

“This job is ordinarily done in about 2 hours. Occasionally difficulties are met with which make it impos¬ 
sible to do the work in this time. For example: These crank pins are centered on another machine. Quite 


89 


frequently the drill used in centering them is broken off in them, and they come to me in this shape. It is of 
course necessary for me to get this piece of the broken drill out, which requires considerable time and is done 
in the following manner. The material must be chipped from around the drill that is broken off in the pins 
and then the drill must be drilled out. It is necessary to use turpentine and feed the machine by hand very 
slowly, in order to avoid spoiling the drill you are cutting with. On one occasion 1 kept a record of the time 
consumed in getting one of these broken drills out, and it required one hour. It also happens occasionally 
that after I have a job of this nature set up and ready to drill, I get another job in a greater hurry which 
of course makes it necessary for me to take the work down I had set up, which requires quite a bit of time. 

Obviously the compilers of the exhibit have been at pains to select an instance where this job was done 
under the difficult conditions described. This vitiates any conclusions which they may choose to draw from the 
comparison. 

A similar instance in which the compilers of the exhibit have selected a moment when the job cited took an 
unusually long time, is found in Item 22 on the same page of the exhibit, covering the turning and boring of 8 
eccentric slip rings. The time shown in the exhibit is 13 hrs. and 15 min. Concerning this the mechanic states: 

“In reference to this I would state that it takes one' hour per ring for me to machine them. Occasionally 
some of the castings come badly sanded which requires more time to machine. This evidently is what has 
happened when this time was checked on this particular job.” 

In connection with the boring of 4 piston valve steel sheet bushings and the facing of the ends, shown in 
Item 27, Sheet 1, Exhibit A, the railroad has again chosen as an example the case where the work, due to other 
conditions, took unusually long. Under normal conditions in 1920 this work was done as rapidly as in 1916. The 
railroad exhibit shows that it required T 45" to do the work, or nearly 2 hours per bushing. Concerning this 
the mechanic in question states: 

“I wish to state that I bore out and face one of these bushings every hour in place of 4 requiring 7' 45".” 

As stated before, conditions arise as of 1920 over which the mechanic has no control, which occasionally in¬ 
crease the time necessary to that shown in the exhibit. Concerning these conditions the same mechanic states: 

“A good deal of time is wasted waiting for material, also a good many times will have job set up in 
machine and foreman will order me to tear it down and rig up for another job, resulting in a lot of time being 
wasted. When I would kick on this changing and wasting of time the foreman would tell me I was working 
day work, why should I care.” 

In Item 8, Sheet 2, Exhibit A, the railroad shows three day work hours as necessary in 1920 to the facing, 
boring and turning, of one smoke box front casting. In this case they have again obviously chosen an instance 
in 1920 in which the job, due to conditions, took an abnormally long time. Concerning this the mechanic states: 

“With the exception of the period between the 20th of February to the 4th of April, 1920, 1 did all of the 
work of this nature that was turned out at the shop so far as I know, but it is impossible to tell by the 
chart who they were referring to, I do not know whether it is I or not. However, I will say that the only 
way it would be possible for me to put in three hours on this job would be in a case where it would be neces¬ 
sary to cut off several inches from the outside, which is not ordinarily the case and occurs only when it be¬ 
comes necessary to cut down a casting made for a larger engine. It might also happen in case the casting 
was badly warped making the job much more difficult to set up, requiring more cuts with less feed, also 
some castings are harder than others. When such obstacles occurred in 1916 while working piece work we 
were permitted to turn in day work for the extra time required, or some miscellaneous piece work schedules 
were charged in, showing the time all up as piece work.” 

Obviously in this instance an attempt to compare the time shown in 1920 with a hypothetical time based on 
the average hourly earnings covering a month in 1916 has no significant value whatsoever. In their choice 
of examples at the Hannibal shops, compilers of the rail road exhibit have again been guilty of using their power 
to choose an instance where the job was performed in abnormally long time. In making this choice the super¬ 
visors in question must have known that the mechanics were actually performing the work as expeditiously 
in 1920 as was the case in 1916. Referring to Item 1, Sheet 1, Exhibit B, in which the railroad shows that 8' 35" 
were consumed boring, turning and finishing 16 air pump piston pack rings, 9}4" in diameter, the mechanic 
states the matter unequivocally as follows: 

“Will state that I have been in continuous service of the company at this point for twenty-three years 
as a machinist and during the past two and one-half years have been performing this class of work and 
never in that time has it taken me 8 hours and 35 minutes to complete 4 sets of air pump packing rings. On 
one occasion in 1920 our demonstrator, former piece work inspector, held the watch on me while turning 
three and one-half sets of rings and the work was completed in three hours and twenty-five minutes. He 
asked me if that was not about the time I consumed on this job when I was working piece work, and I 
answered him that I had never done that much on the average in any month that I had worked piece work.” 

In Item 5, Sheet 1, Exhibit B, the compilers of the exibit have again taken pains to select the performance of 
a job when, due to the occurrence of unusual difficulties, the time required was abnormally long. The job re¬ 
ferred to covers the planing of four crosshead shoes to fit head R-5. According to the mechanic, time shown is 
not in any sense representative of the time required in 1920. His statement is as follows: 


90 


1 have been on this class of work many years and cannot recall that it has ever taken me this long 
on a job of this nature, under normal conditions whether working day work or piece work. This amount of 
time might have been charged to the particular job that the company has cited as an example, out of hun¬ 
dreds that were performed in the usual time. Motor or belt trouble, or the necessity of having to have 
tools dressed could very easily account for the extra time being consumed. Under piece work when delays 
of such nature occurred we were always allowed to turn in work not performed or were given day work, and 
in this way lost time would not be shown under piece work earnings of 1916.” 

Similarly in connection with boring and turning of one 22" cylinder bushing which, according to the railroad, 
took 13' and 50" in 1920, the mechanic states emphatically that: 

“It has never taken me 13' and 50" to bore a 22" cylinder bushing and complete it unless delayed by 
unnatural causes.” 

In checking the job shown in Item 2, Sheet 1, Exhibit B, covering the boring of a cylinder including 5 extra 
cuts, it became apparent that the railroad had again picked out as an example an abnormally long time for the job 
as representative of 1920. According to the mechanic engaged on the work: 

“One case which is cited which shows 19 hours and 25 minutes consumed in boring two cylinders in¬ 
cluding five extra cuts must have been taken from a job which I did about three months ago. On this par¬ 
ticular job it was necessary to have a piece of wrought iron forged to take the place of a back cylinder head. 
It was necessary to have a 4%" hole drilled in the center of the forging for the boring bar and five holes 
drilled in the ends in order to bolt it to the cylinder. 

This delayed the job at least five hours which would leave a total of 14 hours and 25 minutes actually con¬ 
sumed at boring instead of 19 hours and 25 minutes as shown by the company’s statement.” 

In Items 2 and 3, Sheet 1, Exhibit C, the compilers of the exhibit state that at Havelock, 10 hours were 
consumed in turning and counterboring a 19" cylinder bushing. According to a mechanic engaged in this work at 
the shop in question: 

“I wish to state that to my knowledge the figures as shown on this sheet are incorrect. It takes a man 
from 4 Yz to 5 hours to do this particular work, and it shows on this sheet 10 hours.” 

No better evidence to the effect that the increased time shown cannot represent the average, could come to hand 

than the following statement of the mechanic performing the operations described in Item 11, Sheet 3, Exhibit C, 
covering the grinding of the steam pipe joints. According to this statement, except when necessarily absent, this 
mechanic did all this type of work at the Havelock shops in 1916 and also in 1920. Obviously any important de¬ 
crease in his average production would necessitate securing additional men to keep the work up. According to 

this statement: 

“I ground all the steam pipe joints in Havelock in 1916, also in 1920. I am doing the same class of work 
as in 1916 and had no assistance in 1920. Therefore, I believe that the figures on decrease in production on 
this sheet are unfair. I believe this time may have been kept in 1920 some time when I was off and the 
man performing this work may have been checked on the job, which would show a great decrease in pro¬ 
duction.” 

A similar instance in which the same mechanic performed all the work during both periods is found in Item 
1, Sheet 4, Exhibit C, covering the forging of 300 crown stays at the Havelock shops. This statement is of par¬ 
ticular interest because it refers to the specific job covered in the exhibit and describes with considerable detail 
the conditions which would account for the increased time shown in this partcular instance: 

“I made all the crown stays that were made at the Havelock shops during the above period. My machine 
was kept in better running order in 1916 than at this time, or for the past year. We have used a very poor 
grade of oil and have considerable trouble getting our furnace to heat, and it seems that it is getting worse 
all the time. The statement, or order, filed as record from the Havelock shops with the Railway Labor 
Board shows that the order calls for 300 crown stays, standard length, forged on bolt header. I remember 
the last order turned over to me which called for 300 crown stays and while working on this order I had 
trouble with the furnace on account of poor oil. The furnace did not heat as it should. Also while working 
on this order 1 had to make some sling stay eye bolts, and in order to make these eye bolts, I had to change 
die on the machine. I also used material of a different size for this job. Both of these jobs were charged 
to the making of crown stays, and as the order for eye bolts called for 150, the charge would show that I 
had reduced my output on this job over 33 1-3 per cent, as it takes longer to make eye bolts than crown 
stays. I lost time waiting for the material to heat and upon changing dies and again working on crown stays 
to complete the order for 300 I had to wait again for the material. If the foreman had let me finish my 300 
crown stays without changing me to another job 1 would have completed the order sooner. I keep the iron 
hot and would not have to lose time waiting on heat, as stated above. Also I was not given credit for making 
the eye bolts when working piece work during 1916. I charged work not performed in order to make my 
rating on this class of work, and I am of the opinion that a record of my time was kept in filling this last order 
for 300 crown stays, and being under that impression, I am giving the above explanation of how I was de¬ 
layed and time was charged in filling the order.” 


91 


/ 

In connection with the forging of 25 flue beading tools there is again at hand a detailed statement on the part 
of the mechanic performing the specific operation cited. This statement shows how unfair it is to draw conclu¬ 
sions from the comparison of the work of a few hours with the average hourly earnings of a mechanic taken over 
an entire month. His statement follows: 

“I forged all flue beading tools for the past 30 years at the Havelock shops. During 1916 1 tempered the 

beading tools as part of the operation and received the piece work rate for it during that year. During 

1920 I did not temper them, therefore the rate paid for that work was not paid me. Also in 1916 my time as 
shown on the chart presented to the Labor Board was given for an entire month on the 1916 piece work price, 

while in 1920 the chart shows only a specific order for 25 beading tools. This would not give my average 

monthly earning for 1920, as I worked on other tools which paid a larger piece work rate and I was able to 
make more wages per hour on these other tools. If the chart had shown my monthly earnings at the 1916 
piece work price I would have had as good an average per hour in 1920 as I did in 1916.” 

Another instance in which the data presented by the railroad fails to present any true index of the compara¬ 
tive time required to perform the job is found in the third item of Exhibit D, covering the cutting off, roughing 
and fitting of 4 main crank pins. Not only does the railroad fail to show the class of locomotive involved in the 
job, but it also fails to take any account of the variety of conditions which may cause the time required to vary 
between wide limits. As pointed out by the mechanic doing the work: 

“They claim it took me 9 hours and 15 minutes to complete this job in 1920 and under the piece work 
basis it paid $2.20 for the job and that I only averaged 23.8c under the basis of 1920 but under the piece work 
system I averaged the 50c per hour. 1 can state under normal conditions that I can perform this job in four 
hours and 20 minutes as is stated in this exhibit according to the class of engine I am working on. They do 
not state in this exhibit whether it was an R-3, 4, 5 or S-l and 2, or whether it was H. K. G. 3 class, as the 
R-3, 4, 5 and S-l and 2 take longer to perform the same class of work as the power and stock and material is 
heavier. There has been many cases where it has taken me as lqng as 10 hours to perform this same job 
working under bad conditions. For example: I would have to wait for wheels to be quartered and under the 
piece work system, when working under bad conditions, I would be allowed to turn in day work enough to 
make a reasonable average on my piece work and if I knew the class of engines and kind of work they had 
referred to on this exhibit I could make a clearer explanation.” 


SAME MACHINE DOING ALL, THE WORK. 

It is obvious that if the same machine did all the work of the kind shown in the shop in 1916 and in 1920, the 
traffic in 1920 having been unusually heavy, there can not have been a very pronounced decrease in production on 
that machine. As the hours per day have been shortened the average production must have pretty much kept 
pace with that in 1916. This is the case in the first citation in the C., B. & Q. exhibit, i. e., the reboring of six (6) 
old 9 ^ 2 " air pump cylinders at the West Burlington shop. According to the signed statement of one of the me¬ 
chanics involved: 

“The work has increased on this machine about 40 per cent since moving from the old shop. The same 
machine is still doing all classes of work, same as when working piece work. Perhaps the day the time was 

kept on these pumps tools were not working right, or something else to hinder.” 

In the case of the 12 cylinders bored complete, shown in Exhibit A, Sheet 1, Line 5, the same mechanic han¬ 
dled all the work in both periods. He writes: 

“Since May 1, 1916, I have been boring all cylinders on the C., B. & Q. System, all cylinder bushings and 

17" valve chamber bushings. This is the only work I have been doing, and as the motive power has increased 

in size and number on this road I am doing more work now in 1920 than I was in 1916.” 


WIDE VARIATION IN TIME REQUIRED TO PERFORM JOBS SHOWN. 

One of the characteristic features of railroad shop work is the fact that , certain jobs may show a wide varia¬ 
tion in time necessary to their performance. In other words, railroad shop jobs are not standardized in the mat¬ 
ter of condition, of materials, tools, etc. This has evidently opened the way for the railroad to choose, as 
examples instances where certain jobs could be timed in 1920 under conditions which would materially increase 
the time necessary to.perform the work. This is evidently the explanation of the facts shown in Item 7, Sheet 2, 
Exhibit A, covering the reaming and boring of holes and the hanging of two sets of guides at the West Burlington 
shop. Time being given for 1920 as 13'. Concerning this the mechanic states: 

“In some instances this work could be done in four hours in other cases, owing to conditions of the guides 
or holes, the inability to secure the use of the crane or being required to gather the material, from various 
places, it might require ten hours to do the same work. Some holes will require very little reaming while 
others it may take several hours to ream. Then again, the holes may have to be welded up and redrilled, 
requiring extra chipping and filing. Sometimes the guide yokes have to be straightened account being sprung. 
Many times the guides have to be straightened under the press. Therefore, 1 claim it is impossible to com¬ 
pare time on two engines, due to the encountering of conditions mentioned above.” 


92 


It is obvious from the above statement that, had the compilers of the exhibit chosen, they might have shown 
an average time considerably below the apparent time required in 1916. 

Another instance in which comparison is unfair, unless it is shown that the conditions under which the jobs 
were done in both periods were identical, is found in Item 11, Sheet 2, Exhibit A, covering the heating and remov¬ 
ing of 16 driving wheel tires. The exhibit shows that 12 hours and 30 minutes were required to perform this job 
in 1920 and attempts to prove that, because higher average earnings were shown during a month of this work in 
.1916, the mechanic must have done the work in shorter time. Concerning this the mechanic states: 

“Twelve hours and thirty minutes is about the correct time on new tires, or tires coming in for first shop¬ 
ping, which are about 3^4" thick. After a few shoppings they wear down to 2The 2 l /\" tire can be taken 
off in considerable less time than the heavier tire, account requiring so much time to heat. These tires were 
handled the same as the engine truck tires.” 

In discussing the first job shown in Exhibit D, namely, the overhauling and testing of 4 air pumps, the me¬ 
chanic whose time is shown describes very fully various details of the job which would, by their very nature, 
result in a very wide variation in the time required to perform the job. In other words, the first factor which 
would invalidate any conclusions drawn from the data contained in the exhibit, would be the probability that 
the choice would fall upon work which would not by any means be representative of the average time consumed 
in the work in 1920. The statement of the mechanic is as follows: 

“The exhibit as filed by Mr. Klein makes an average of about 5 hours to overhaul, repair and test one 9 1 /?" 
air pump in 1916, under piece work. On an average this would be impossible, because there is more work 
on some pumps than on others. What I mean by this is that on some the stud bolts which secure head to 
cylinder are broken off in the cylinder of the pumps. I try to turn these out with the hammer and chisel and 
if unable to get them out in this way the cylinder must go to the drill press and have the bolts drilled out. The 
pump is then brought back to the repair bench and I must chip out the shell of the bolts and the holes must 
be retapped. Sometimes the stuffing box is loose in the center piece which will make it necessary to have the 
doll pin drilled out, then stuffing box must be turned out, face cleaned off as dirt collects behind the box, 
then put the box back, drill new hole for doll pin. Some top heads for pumps have to have main valve and 
reversing valve bushings pressed out because they are over size. After being bored out on machine, new ones 
are replaced. If any one can average a pump in 5 hours and keep it up I will take my hat off to him. The 
time that would be required to make repairs to an air pump and test it would vary and as a usual thing it 
would take from 6 to 8 hours. Before piece work was abolished we had a man in charge of the air brake gang 
who had run the air bench gang for 25 years and was fully acquainted with all the requirements of the men 
in regard to material and also to their ability to do certain classes of work. But after piece work was abol¬ 
ished he was removed to make a place for a piece work inspector who had no. experience in air brake work. 
The men had to write their own orders, look up the piece number in catalogue which did not happen with 
the map who had experience on the job. About 4 months ago this piece work inspector was demoted but this 
did not improve matters any, as the machine shop foreman who has charge of the work now knows no more 
about the work than the man who was demoted. I do not put any blame on the piece work inspector fore¬ 
man but to the ones higher up who put him on the job. Also on account of having to wait for material to 
repair air pumps that is made right here in this shop. Three different times this winter there has been no re¬ 
paired air pumps on hand and every railroad man knows what that means.” 

The fact that the element of selection involved in the choice of a specific illustration for the time required to 
perform a job in 1920 might result in the showing of a time on a specific job manifestly unfair for comparative 
purposes, is pointed out by a mechanic from the Aurora locomotive machine shop. It is commented upon in the 
fourth job of Exhibit D covering the planing of two (2) crossheads. He not only points out considerable variation 
in the length of time required to perform the jdb under piece work conditions, but also shows that certain 
changes in the method of providing the work since that year might result in specific jobs showing a consider¬ 
able increase in time. His statement is as follows: 

“I have been performing this work since 1900 excepting when laying off and the only way possible for them 
to have kept time on this work at Aurora and not have the same men was to keep time some time when 1 was 
laying off. In planing these crossheads there will be considerable difference in the amount of work that will 
have to be done on them. In some cases it is only necessary to take one cut in order to get a fit and in other 
cases as much as three cuts will have to be taken. When I am planning these crossheads the guides are sup¬ 
posed to be put in a rack they have for this purpose which is handy to the machine, so that I can get the size by 
calipering them. Sometimes they are not there and I have to hunt around the shops in various places until I locate 
them. These same conditions prevailed more or less -when I was working piece work, but when it took me 
some time toMook up the guides the foreman would let me turn in part of my day work. On the particular job 
they kept time on they have stated that it took 2 hours and 15 minutes to plane two crossheads, 1 will state 
that this work will vary and it will take me from 1 hour and a half to 3 hours to perform it. This is caused 
by the fact that some crossheads only require one cut and others will require three cuts. If you only had one 
pair to plane it would require about- 1 hour to make changes in my machine to perform this work. The ma¬ 
chine then would be ready to plane up as many crossheads as I had on hand. Under the piece work system 
it was customary to get a number on hand before planing them. During 1920 it has become customary to re¬ 
quire me to change the machine when there is only one pair to be planed.” 


93 




The following quotation from the mechanic performing the work described in Item 7 of Exhibit D shows very 
clearly how worthless are any conclusions drawn from the kind of comparison which the railroad has attempted in 
the type of exhibit under consideration. Railroad jobs are not in any sensa standard and the attempt to choose the 
time required in one instance and to set that" against average hourly earnings drawn from four years previous will 
inevitably lead to false conclusions. In fact where the choice falls to men interested in proving a contention 
which they have made, such an exhibit affords these men an opportunity for arbitrary choice which is intolerable 
to anyone interested in really ascertaining the truth. The job upon which the mechanic is commenting consists 
of the rough turning, rolling and fitting to wheels of four (4) new driving axles on which job he is supposed to 
have taken 37 hours in 1920. His comment upon the data shown in the exhibit follows: 

“There is one reason which I will explain that in 1916 the axles would come with an eighth inch rough 
stock which would have to be turned down but in 1920 these axles would have from to 1 J4". The R-5 
engine has an axle 71" long. I receive it 10" in diameter must be reduced from 9 and 24 wheel to fit to 9 inch 
eccentric fit and in this exhibit they do not state what class of an engine this class of work was performed on. 
I would like to state that the man who drew up this exhibit must have received his training out of books and 
did not have actual experience on this type of work or he would have expressed and explained the class of en¬ 
gine and kind of material these exhibits were taken from. I will give you an example: On February 16th 1 
received orders to get ready to fit main axle .for engine 2835 running repairs at 8 a. m.; wheels were ready 
for me shortly after 1 o’clock, causing a delay or wait of 4 hours. Waiting time necessarily charged against 

2835. This frequently occurs in such class of repairs, making the time on this axle almost double in 1916 

as under the piece work system you were allowed to turn in day work when we met with these kind of condi¬ 
tions, which would bring our average up to what we considered a fair average under the piece work system.” 

As final illustrations of the impossibility of making comparisons in cases where jobs may vary very widely, 
as to time required, the following comments of the mechanic at the Aurora shop performing certain jobs listed in 
Exhibit D, Sheet 2, are of interest. 

In the first place, concerning the hanging of a set of links shown in Item 3, he says: 

“The hanging of a set of links,' including lifting shaft boxes up and adjusted, if everything went right 
would not require more than 45 minutes and it might take up to one hour and a half if things did not go 

right. Some of the things that might occur to make this job take longer one time than another, is as fol¬ 

lows: We might have to set boxes in or out, put in temporary bolts and ream all holes and we might have 
delay account of waiting for link hangers from blacksmith shop. The reaming of holes would require the mak¬ 
ing of a trip after tools and if link hangers had to go to the blacksmith shop it would require two trips. An¬ 
other thing other mechanics might get in the way and this would cause us a delay on the job.” 

Commenting upon the job of removing piston valves he says: 

“In removing two piston valves, including heads, casing and relief valves under favorable conditions we 
could perform this work in about one hour, sometimes guide bolts would stick up and interfere with the re¬ 
moval of the back steam chest head making it necessary for us to remove the bolts. In order to get these bolts 
out we have to remove piston packing gland and in some cases this would make it take us about one hour and 
a half to perform the work.” 

And commenting upon the job of adjusting a set of valves including the removal and replacal of rollers and 
of link blades he says: 

“They have one set of valves adjusted including rollers in and out, link blades removed and adjusted, 
done in 7 hours. Sometimes when doing this work it would only take 3 hours, at other times it has taken 
as long as 7 hours. The reason for this variation in time would be caused by new blades that couldn’t be 
crabbed and would have to go to the blacksmith shop and pretty near always when we got this job my ex¬ 
perience has been that there would be a couple of pipers in the way and the ash pan might be in the pit with a 
long board so that you couldn’t get in your rollers. You might, also have to wait on the drill press man to 
drill the holes before you could get your blades to apply them.” 


TIME OF INEXPERIENCED 3IAN SHOWN. 

In a number of cases cited by the C., B. & Q. the time shown in 1920 is the time of an inexperienced man. This 
time is compared with the time required by a skilled mechanic under the piece work conditions. 

Thus in the case of the 10 cylinders drilled and tapped, Exhibit A, Sheet 1, Line 4, the employee in question 
states over his signature: 

“Will say that I am a step-rate machinist and was a new man on the job when this checking of time was 
done. I am doing them now in the same time as when they were drilled and tapped piece work.” 

Another instance in which the compilers of the railroad exhibit have compared the work of comparatively 
inexperienced men with similar work in 1916 as done by an experienced mechanic is shown in Item 23, Sheet 1, 
Exhibit A, in the matter of slotting driving box brasses. Concerning this job the man now doing the work states: 

“The mechanic on this work in 1916 had 18 years’ experience on this work. In 1920 there were two dif¬ 
ferent mechanics on this work, each having only about 16 months’ experience on this machine.” 


94 


It also appears that the time shown by the railroad as covering the job of boring and turning 24 eccentric 
slip rings in 1920, Item 21, Sheet 1, Exhibit C, is very probably the result of the introduction of new men on this 
type of work. According to the mechanic performing this work in 1916: 

“In 1920 they have changed men on this particular work a number of times. I believe this exhibit was 
taken from some of the new men, which would show a big decrease in production on this particular work." 

This condition would probably also apply to Items 23 and 24 on the same sheet covering the turning, boring 
and facing of driving wheel hub plates of bronze and cast iron. It is fhe belief of a mechanic that the time shown 
must have covered the work of an apprentice boy at the shop who did not have sufficient experience to make very 
good production. 

The case cited in Item 6, Exhibit D, covering the turning of two cylinder bushings is another illustration of 
the tendency of the railroad to compare the time of experienced men in 1920 with the time taken by skilled ma¬ 
chinists in the preceding period. The machinist doing the work in 1916 states as follows: 

“I will state that I performed this work in 1916 and have completed this job in 8 hours and 20 minutes 
as is shown on this exhibit, but I will state that in 1920 that I never performed this work, it was performed by 
apprentice boys and the only work I done on this class of work was to show them how to set their machine." 

CLASS OF WORK NOT SPECIFIED. 

In Line 6 of the exhibit specified, the railroad shows the time required to bore 16 driving wheel tires to be 14 
hours in 1920. Concerning this one of the machinists engaged in the work at this shop says: 

“No particular kind of driving wheel tires are specified in the chart. On account of the variation in sizes, 
temper of metal and amount to be removed the time required to perform this work would, of course, vary: 
14 hours in some cases being a reasonable time for doing this job, while at other times it would be too much. 

When working piece work there was only one price for driving tires from 44" to 70" in diameter." 

Another instance where the failure of the railroad to specify the type of equipment on which the work shown is 
done invalidates their conclusions appears in Items 8 to 11, Sheet 1, Exhibit A, covering the turning and fitting 
of driving wheel axles. According to the mechanic at these jobs: 

“It is impossible to answer these charges intelligently because in presenting these figures representatives 
of the railroad company do not give the class of engines for which these axles are turned. Axles in 1916 were 
made of soft steel. Practically all axles turned in 1920 were chrome vanadium steel, except the 9^" axles, 
some of which were of the soft steel." 

Until the railroad company has demonstrated that the time is taken on axles from the same class of engine 
and made of the same material, the comparison shown is inconclusive. 

Similarly in the case of Item 12 of the same page of the exhibit covering the boring of 4 truck wheel tires, 
the railroad has failed to specify whether all these tires are the same size or whether the tires shown in 1920 cor¬ 
respond in size with those covered in 1916. According to one of the mechanics engaged in this work: 

“The size of the tires are not specified in the chart. There are two sizes—31" and 28"—. . . When bor¬ 
ing 28" tires there is a part of the operation in which I can only use the one cutting head on this machine 

on account of the small diameter of the tire. This is not necessary in boring 31" tires and accounts for the 

extra time required for boring the 28" tires. If the 4 truck tires referred to in the chart were not all the same 
size it would of course be necessary for me to change the trucks, which I use to haul the work. This con¬ 
sumes considerable time." 

In connection with the time shown by the railroad for boring 8 driving wheel tires, Item 17, Sheet 1, Exhibit 
B, failure to give the size of the tires renders any attempted comparison meaningless. According to the mechanic 
working at the job in the Hannibal shops: 

“Will state that for the most of the tires which are bored today in the shop the 13 hours as shown in the 
company’s statement would be the least time in which 8 tires could be bored, owing to the fact that on large 
size tires the machine cannot be run as fast as on smaller ones. Since no size is given in the company’s state¬ 
ment it would be impossible to say that a fair day’s work had not been performed by the man on this job.” 

Again in the case of boring cylinders, Items 2, 3 and 4, Sheet 2, Exhibit B, failure of the company to show 
the size of cylinders involved makes it impossible to credit the conclusions drawn from the comparisons. As 
pointed out by the mechanic on the job: 

“Wish to state that I have performed practically all of this class of work that has been done at this point 
since 1910, and am familiar with the prices paid under the piece work rates for this work of which there 
were three, as follows: For smallest size cylinders, $1.20 for boring and $0.40 for the extra cuts. For second 
size, $1.80 for boring and $0.45 for extra cuts; and for the largest size, $2.10 for boring and $0.50 for extra cuts. 
In the items mentioned in the exhibit only one price has been applied and that the lowest, while the size of 
the cylinders bored is not given and since the great number of cylinders worked on during the past several 
months have been of the larger type, it is apparent that the company has not applied the proper price to 
the job when they caught the time." 


95 


In connection with this job there has also been a change in conditions referred to under the subject head “Jobs 
Cited Not Comparable.” Failure of the railroad to show the class of injector involved in the operations covered 
by Item 25, Sheet 1, Exhibit C, renders the comparison shown valueless as a basis for conclusions. There are 
various classes of injectors covered by the same piece work price, some of which could not be turned, bored and 
threaded even in the time shown on a day work basis. One of the mechanics involved refers to the situation as 
follows: 

“No. 5 Friedman injectors might be made in an hour, but No. 10 could hardly be made in 2 hours and 
the price was the same on all classes and this statement probably shows the time made on No. 5’s. No. a 
can’t be made in one hour single, but in bunches of half a dozen they might be made, and that is what they 
have down here. No. 8 or 10 can’t be made in the time specified. In cases where a change is made with heavy 
work in the lathe and take off the heavy chuck or heavy work in the lathe would take quite a little more time. 
There is no money made on Friedman injectors, but I made that up on other work. There was better price 
on other work than on Friedman injectors.” 

In Job 5, Sheet 4 of the Havelock exhibit, covering the forging of 500 engine bolts, the railroad has failed to 
show that the same type of bolts were timed in 1920 as were covered by the average hourly earnings in 1916- In 
fact, as the average earnings in 1916 would cover not only the forging of hexagonal head bolts which paid a low 
rate but also of square head bolts which would make possibly a higher average, the comparison attempted can be 
no basis for conclusions. According to the mechanic performing the work: 

“It takes more time to make the hexagon head bolts than to make square head ones. The chart does not 
state what kind of bolts were made when I was timed. If my time was kept in 1920 on the hex head bolts it 
would show a reduction in output as I made more money on square head bolts and this helped to make a 
higher average in 1916. I received the same rate for J4" and Yk" bolts as for the YY bolts but was able to 
make more money on the smaller ones.” 

The following remarks of a mechanic engaged in the work analyzed in Items 11 and 15, Sheet 4 of the Have¬ 
lock exhibit gives a very good idea of the great variety of work performed by railroad mechanics and shows the 
impossibility of attempting definite comparisons as between the time required for any particular job picked with¬ 
out any definite basis in 1920 and in 1916: 

“I have worked on this class of work for the past 7 years. I could make my day rate on 3" nuts and 

hammer my material but I could make very near twice the money if the material was hammered for me, but 

. on a heavy nut 1 could not make my wages on piece work on small orders. The operation specified on the 
chart does not state the size of the nuts made. If the time taken on making 12 nuts as specified in the chart 
was taken on the making of large nuts it would show a decrease in output, as the money average for 1916 
was on making both large and small nuts. Regarding marking 20 main rod keys B. E. forged from small 
furnace. During 1916 I made most of the main rod keys at the Havelock shops. Some of the main rod 
keys paid good work on piece work while others did not. Also at times I would take old scrap keys and 
redraw and turn for forging of new keys of smaller size. This would make the 1916 hourly average rate 

higher than the 1920 rate on the same class of work regardless of who performed the work in 1920.” 

The constant failure of the railroad to specify the type or size of the equipment worked upon makes it im¬ 
possible to draw any valuable conclusions from the evidence which they present. This is exemplified again in the 
job cited in Line 15, Sheet 1, Exhibit D, covering the boring, grooving and finishing of 5 piston heads. The rail¬ 
road shows that the mechanic took 24^4 hours to do this job in 1920. An attempt to demonstrate by the use of 
average piece work earnings that the job was performed in less than half that time in 1916, the mechanic now 
doing this work comments upon this statement as follows: 

“I will state that I did not work on this job during the year 1916 and as they do not give the size of the 
piston head it is almost impossible to make a statement that would compare with their figures. For an ex¬ 
ample, I will give you the amount of time it takes to complete five 22" piston heads including fitting to the 
rod. I never have completed one of these jobs in less than 22 hours and 30 minutes but I have completed 
five 18" heads in 20 hours and I have completed five 19" heads in 15 hours. I am safe in saying that there 
never was a man who completed five of any of these two classes in eleven hours and twenty minutes. They 
state that the decrease on the output on the two periods amounted to 53.1 per cent. It would be impossible 
to get a statement from the man who performed this work in 1916, as he has left the service, but I am safe 
in saying that he never did complete this job in 11 hours and 30 minutes.” 


SEC. 5. ANALYSIS OF NORFOLK & WESTERN EXHIBIT COVERING PRODUCTION OF CARS AND 

LOCOMOTIVES. 

As already shown in the analysis of the exhibits presented by the Pennsylvania and the New York Central 
Railroads, failure to analyze data thoroughly may lead to the drawing of false conclusions. The following analysis 
of the exhibits presented on behalf of the Norfolk & Western will show that this is notably the case with this type 
of exhibit. 

The Norfolk & Western Railroad has offered data in connection with the output of the Roanoke locomotive 
shops and the Roanoke passenger car shop. On the basis of their analysis this shows a very considerable decline 
in the number of locomotives given class 4 or heavier repairs and in the number of passenger cars repaired per man 
hour of work in 1917 as contrasted T *dth a year in which this work was done on a piece work basis. 

96 





In the case of locomotives the exhibit compares the output during the last six months of 1917 with the 
output during the last six months of 1919 and shows a reduction of 4.37 per cent based on total tractive power out¬ 
put, and of 29 per cent based on class 4 and heavier repa'rs. In comparing output per employee and per man hour 
the company has abandoned any attempt to separate the various classes of repair and has used for purposes of 
proof simply the total tractive power handled, showing a reduction in output per employee of 21.8 per cent and per 
man hour expended of 22.4 per cent. 

In the case of passenger repairs the railroad has drawn its conclusions simply from the number of cars re¬ 
paired, showing a decrease in total number repaired of 22.7 per cent, in the total number per employee of 14 
per cent, and an increase in the man hours expended per car repaired of 37.1 per cejit between the last half of 
1916 and the last half of 1919. In this analysis they have failed to give any weight whatever to the different 
classes of repairs given to the different cars. 

Analysis of these two tables based upon d&ta provided by the railroad but not utilized shows: 

(1) That in the case of locomotive output the decline in production considered on the amount of labor going 
into each class of repairs amounts to only approximately 6 per cent and that this responds not to the changes 
in methods of payment or in man hours, but to fluctuations in traffic. 

(2) That the decline in production per man hour in the erecting shop, amounting to 24 per cent, was not 
occasioned by the decline in the efficiency of the employees in question, but was due to the increase in the number 
of man hours paid for by the railroad to an extent unwarranted by conditions. 

(3) That the force in the erecting shop in July, working the same number of man hours, could have pro¬ 
duced at least 24 per cent more than was actually produced, if given the opportunity. 

(4) That the force employed in July could have turned out production equivalent to that actually produced 
during the six months period in 64,784 less man hours than were actually hired by the railroad, meaning a possible 
reduction of over 12 per cent. This is estimated on the basis of the production per man hour in September, 1919. 

(5) That the mechanics in the passenger car department actually produced more work per man hour under 
time work conditions in 1919 than was produced per man hour in 1916 when piece work prevailed. The increase 
in repair work done amounted to 23.4 per cent, whereas the increase in man hours necessary to accomplish this 
amounted to less than 7 per cent. 

In other w r ords, the exhibit shows that in one department the abolition of piece work actually resulted not only 
in an increase in production but also in an increase per man hour expended. In the other department it shows 
that the decrease in production was negligible and that the decrease in production per man hour is to be laid to 
the emplbyment policy of management which increased the force during a year when traffic requirements were be¬ 
low normal. 

Altogether the exhibit shows that the comparisons have no bearing upon the piecework problem. The latter 
half of 1917 was a period when the railroad was under great traffic pressure with a decreased force. The latter half 
of 1919 was a period of low traffic pressure with a force being increased obviously with some purpose developed in 
view of the approaching end of Federal control and possibly with a view to an expected increase in traffic which 
characterized the succeeding year. 


NORFOLK AND WESTERN EXHIBIT SHOWS NEGLIGIBLE DECLINE IN OUTPUT OF LOCOMOTIVE SHOP. 

The Norfolk # & Western Railroad has not in its exhibit made any attempt to show the relative amount of work 
which goes to make up each class of repairs shown. Neither of the bases of comparison offered by the railroad 
would afford a real index of the actual work done by the shop, although the comparison on the basis of total trac¬ 
tive power is a fairer indication of actual amount of work than that 'which selects certain classes of repair. 

In the following pages the data contained in the railroad exhibit is evaluated in terms of rough approximations 
to the relative amount of work represented by the classes of Locomotive Repair shown. This analysis shows that 
the amount of work turned out by the Roanoke shop in 1919 was only approximately 6.4 per cent below the output 
in 1917. With the wide variation in the extent of repairs included in each class in mind, it will be realized that 
this represents to all intents and purposes no decrease in production at all. Subsequently it will be shown that the 
production of Locomotive shops is determined by conditions over which Management has control, and that the 
slight decrease shown in this exhibit cannot be attributed to a change in method of payment except insofar as that 
change permitted the Management to keep men on the job when there was insufficient work to keep them busy. 

The following are the specifications of the Railroad Administration which explain the meaning of the various 
classes of repairs referred to. , 

UNITED STATES RAILROAD ADMINISTRATION. 

Division of Transportation. 

Locomotive Section. 

STANDARD CLASSIFICATION OF REPAIRS TO LOCOMOTIVES AND TENDERS. 

To be used, beginning June 1, 1918, by all carriers for reporting repairs to locomotives made at their various 
shops and roundhouses. 

97 


Piece Work 4 


Class 1: New boiler or new back end. Flues new or reset. Tires turned, or new. General repairs to machin¬ 
ery and tender. 

Class 2: . New firebox, or one or more shell courses, or roof sheet. Flues new or reset. Tires turned or new. 
General repairs to machinery and tender. 

Class 3:. Flues all new or reset, (superheater flues may be excepted). Necessary repairs to firebox and boiler. 
Tires turned or new. General repairs to machinery and tender. 

Class 4: Flues part or full set. Light repairs to boiler or firebox. Tires turned or new. Necessary repairs 
to machinery and tender. 


Class 5: Tires turned or new. Necessary repairs to boiler, machinery and tender, including one or more pairs 
of driving wheel bearings refitted. 

General repairs to machinery will include driving wheels removed, tires turned or changed, journals turned if 
necessary and all driving boxes and rods overhauled and bearings refitted and other repairs necessary for a full 
term of service. 


Running Repairs Unclassified. 

Suffix “A” to any class of repairs will indicate that the repairs are required on account of accident. 

Suffix “B” will show the initial application of stoker. 

Suffix “C” will indicate the initial application of superheat. 

Suffix “D” will indicate the initial application of outside valve gear. 

Suffix “E” will indicate locomotive was converted from compound to simple, or from one type to another. 
Mallet locomotives will be indicated by a star following classification. 


Locomotives receiving class 1, 2 or 3 repairs must be put in condition to perform a full term of service in 
the district and class of service in which they are to be used. 

Locomotives receiving class 4 repairs must be put in condition to perform not less than one-half term of 

service in the district and class of service in which they are to be used. 

Locomotives receiving class 5 repairs must be put in condition to perform not less than one-fourth term of 

service in the district and class of service in which they are to be used. 

In order to avoid misinterpretation and establish a uniformity in reports the following must be borne in mind: 
A locomotive turned out of shops under Classes 1, 2 or 3 must receive such repairs as will permit a full term of serv¬ 
ice in district and class of service in which it is to be used under Class 4, repairs must be made that will enable it to 
perform one-half term of service; and under Class 5, one-fourth term of service. 

The suffix “A” to any class of repairs must indicate that repairs are required on account of accident. The acci¬ 
dent in such instances must be caused by collision, side swipes or derailments, and not such accidents as a broken pis¬ 
ton rod, frame, etc. 

• 

The paragraph reading “Mallet locomotives will be indicated by a star following classification;” When the star 
is used in reporting repairs made to Mallet locomotives, it is understood that the same class of repairs is given to 
both the high and low pressure engines. In other, words, if Class 3 repairs is made on high pressure engine, and 
simply running repairs on low pressure, the Mallet locomotive should be reported as receiving Class 3 repairs, but 
if class 3 repairs is made on both high and low pressure engine, the mallet should be reported as receiving class 
3 star repairs, similarly for class 4 or class 5. 

Tires turned or renewed constitutes the foundation or controlling factor of all repairs, as it influences the term 
of service a locomotive will perform. With the turning or renewal of tires, at least one or more repairs of driving 
wheel bearings must be re-fitted to receive credit under class 5. If a part or full set of flues is given the engine at 
the time the tires are turned or replaced and one or more pairs of driving wheel bearings re-fitted, the engine can 
then be regarded as having received class 4 repairs. 

Class 3 repairs, however, require a general overhauling of all machinery including re-fitting of all driving wheel 
bearings, turning or renewing of tires, all new or reset flues, and such other necessary repairs to fire box and boiler 
as may be necessary. 


RELATIVE AMOUNT OF WORK IN EACH CLASS OF LOCOMOTIVE REPAIR. 

The following table contains Railroad Administration figures on the cost of various classes of repair when 
performed in the shops of five representative systems: 


98 




I 


STATEMENT OF COST OF CLASSIFIED REPAIRS 
(Railroad Administration Figures) 


ATLANTIC COAST LINE RAILROAD 




(August and 

September, 1920) 




Class 

Number of 

Cost of 

Cost Of 




Repairs 

Repairs 

Labor 

Material 

Total Cost 


Average Cost 

2 

4 

$16,300.51 

$16,482.08 

$ 32,782.59 


$8,195.64 

3 

23 

62,281.12 

40,557.19 

102,848.31 


4,471.66 

4 

13 

21,214.22 

10,310.65 

31,524.87 


2,424.99 

5 

44 

38.066.13 

21,697.07 

59,763.20 


1,358.25 



ATCHISON, TOPEKA 

& SANTA FE RAILROAD 





(August and 

September, 1920) 




Class 

Number of 

Cost of 

Cost of 


f 


Repairs 

Repairs 

Labor 

Material 

Total Cost 


Average Cost 

1 

4 

$ 58,417.71 

$ 45.859.23 

$104,276.94 


$26,069.23 

2 

6 

54,015.70 

32,973.16 

86,988.86 


14,498.14 

3 

77 

566,938.84 

253,757.67 

820,696.51 


10.658.39 

4 

16 

32,396.71 

14,599.56 

46,969.27 


2,935.56 

5 

61 

86.S00.04 

34,880.41 

121,680.45 


1,994.76 




CHICAGO, BURLINGTON & QUINCY RAILROAD 



(August and September, 1920) 


Class 

Number of 

Cost of 

Cost of 


Repairs 

Repairs 

Labor 

Material 

Total Cost 

2 

8 

$ 49,385.63 

$ 23,786.01 

$ 73,171.64 

3 

134 

594,333.30 

265,203.27 

859,535.57 

4 

16 

21,859.03 

11,640.47 

33,499.50 

5 

76 

50,582.52 

25,576.44 

76.158.96 



ILLINOIS 

CENTRAL RAILROAD 




(August and September, 1920) 


Class 

Number of 

Cost of 

Cost of 


Repairs 

Repairs 

Labor 

Material 

Total Cost 

2 

6 

$ 45,741.18 

$ 26,608.90 

$ 72,350.08 

3 

76 

364,203.58 

186,810.85 

555,014.33 

4 

39 

99,030.62 

45,451.36 

144,481.98 

5 

52 

49,971.16 

29,288.33 

79,259.48 


Average Cost' 
$9,146.45 
6,414.43 
2,093.71 
1,002.09 


Average Cost 
$12,058.34 
7,276.50 
3,704.66 
1,524.22 


PENNSYLVANIA LINES, EAST 
(September, 1920) 

Average Cost 
$10,167.36 
5,552.37 
4,576.11 
4,025.45 

In this table, it will be noted that the labor cost is given for each class of repairs on each railroad. Thus the 
labor cost is shown for class 2 repairs to 69 locomotives, for class 3 repairs to 444 locomotives, for class 4 repairs 
to 105 locomotives, and for class 5 repairs to 458 locomotives. An average of the labor cost shown for each class 
of repairs should, therefore, afford some basis for estimating the relative number of man hours necessary to make 
each class of repairs. 


Class 

Number of 

Cost of 

Cost of 


Repairs 

Repairs 

Labor 

Material 

Total Cost 

2 

45 

$276,484.73 

$181,046.91 

$457,531.64 

3 

134 

493,369.30 

250,684.54 

744,017.84 

4 

21 

62,453.19 

55,543.22 

96,098.41 

5 

225 

583,451.39 

322,069.73 

905,501.12 


Considering the labor cost of class 5 repairs as representing 100, the relative amount of man hours going into 
each class of repairs would appear to be approximately as follows: 

. 

Average Relative 

Labor Cost Labor Cost 


Class 5 .$1,685 100 

Class 4 . 2,358 140 

Class 3 . 4,685 277 

Class 2 .. 6,405 380 




99 







BASIC DATA OP EXHIBIT TO WHICH WEIGHTS MUST BE APPLIED. 

The following table taken, from the N. & W. Exhibit, contains the important data upon which comparisons are 
based. A glance at this table make it apparent that no comparison is valid which is based simply upon a selected 
group of class repairs. 

COMPARATIVE DATA FOR LOCOMOTIVE REPAIR 


NORFOLK & WESTERN R. R. ROANOKE SHOPS 

i 

(1917-1919) 




-Erecting Shop- 


-Total 

Tractive Power 

Output- 




Number 

Man Hours 

Class 2 

Class 3 

Class 4 

Class 5 


Month 

Year 

Employed 

Expended 

Repairs 

Repairs 

Repairs 

Repairs 

Total 

July 

1917 

337 

63,375 

466,404 


2,464,790 

333,606 

3,264,800 


1919 

393 

74,024 

374,766 


1,330,317 

818,892 

2,523,975 

August 

1917 

353 

71,677 • 

562,282 


3,134,908 

129,394 

3,826*584 


1919 

390 

72,088 

319,409 

165,438 

1,253,077 

889,609 

2,627,533 

September 

1917 

358 

52,717 

240,978 


2,037,531 


2,278,509 


1919 

422 

74,669 

392,611 

226,826 

1,499,417 

878,040 

2,996,894 

October 

1917 

357 

76,581 

303,726 


2,943,257 

259,063 

3,506,046 


1919 

430 

93,260 

482,407 


1,662,365 

1,375,715 

3,520,487 

November 

1917 

349 

67,409 

240,978 


2,626,194 

21,356 

2,8S8,528 

, 

1919 

465 

82,350 

175,880 


1,875,662 

767,187 

2,818,729 

December 

1917 

346 

64,827 

775,403 


2,514,944 

246,037 

3,036,384 


1919 

472 

91,973 

567,519 


1,760,487 

1,174,931 

3,502,937 

Total 

1917 

2,100 

396,596 

2,089,771 


15,721,271 

989,456 

18,800,851 


1919 

2,572 

488,364 

2,312,592 

392,264 

9,381,325 

5,904,374 

17,990,555 

Average 

1917 

350 

66.099 

348,282 


2,620,271 

161,909 

3,133,475 


1919 

429 

81,394 

385,432 

65,377 

1,563,554 

984,062 

2,998,426 


COMPARATIVE WORK PRODUCED IN THE TWO PERIODS. 

Iii order to reduce the repair work shown in this table to a common equivalent the average pounds of tractive 
power must be multiplied by the relative labor cost shown above. This really amounts to reducing the output to a 
common denominator which in this case represents the equivalent Tractive Power Pounds of output if all had 
been given class 5 repairs. The following table shows the reduction of the data in the exhibit to comparable terms. 


Class of Repairs 

Class 5 . 

Class 4 . 

Class 3 . 

Class 2 .. 

Total . 


Average Tractive Power 


Average Tractive Power 

Relative 

Repaired Reduced 

Repaired Per Month 

Amount of 

to Common 

Denominator 

1917 1919 

Work 

1917 

1919 

164,909 984,062 

100% 

164,909 

984,062 

2,620,271 1,563,554 

140 

3,670,000 

2,189,000 

. 65,377 

277 


182,000 

348,282 385,432 

380 

1,324,000 

1,465,000 


• • • 

5,158,909 

4,820.062 


This shows a decrease in the actual amount of work done amounting to approximately 6.4% between two periods 
in which the decrease in traffic amounted to 16.8%. In this connection attention should be called to the conservative 
nature of this estimate. Any class of repairs may vary in the amount of work between wide limits, and if the 
class 5 repairs in 1919 approximated the upper limit of work for that class of repairs while the class 5 and class 4 
repairs in 1917 approximated the lower limit of work for these classes, the figures would actually show a very con¬ 
siderable increase in the amount of work performed in 1919. The railroad has failed to furnish enough data for a 
thorough estimate. 


A YEAR IN WHICH TRAFFIC CONDITIONS LIMITED SHOP OUTPUT. 

It is a well known fact that the maintenance of equipment on railroads is a month to month proposition, the 
amount of maintenance given responding immediately and almost exactly to the estimated rise and fall of demand 
for railroad service. This is true not only in repair work but also in terms of railroad purchases. Railroads do not 
use dull seasons to get ahead in their repair work. The conditions of the last eight months are a striking illustration 
of this proposition. With the decline in traffic the number of stored locomotives and freight cars was increased 
with considerable rapidity. Hundreds of thousands of railroad shop mechanics have been laid off and recent re¬ 
ports indicate that out of something over 400,000 idle freight cars over 300,000 are bad order cars, meaning that the 
percentage of bad order cars is more than double what it was when the government returned the railroads to private 
management or what it was early in the Autumn of 1920. 

This policy cannot be laid to the operating management but to the financial policy dictated by the financial 
powers that control the roads. As management is required to show a monthly net income the policy is to estimate 


100 































traffic for the month and use this as a basis to apportion gross income, allowing so much for the repair of locomo¬ 
tives, for the repair of cars, for the maintenance of way, etc. 

For this reason the first attempt toward an understanding of a decline in the amount of locomotive repair work 
as between two periods would naturally involve a comparison of traffic conditions as between the two periods. 

It will hardly be necessary to call attention to the fact that during the last six months of 1917 the railroads 
were under terrific pressure. In fact it was largely on account of their failure to handle the tremendous traffic of¬ 
fered that the government took control of operation. Under such conditions shops would be pressed to the limit and 
the output would be a maximum attainable with shop facilities. 

On the .contrary, 1919 was a year in which the reaction after the war led to a decline in traffic offered. During 
the latter half of the year a revival was in progress, but on such a road as the Norfolk and Western this revival 
would be partly limited by the coal strike which came late in the year. In other words the number of locomotives 
repaired might be expected to respond to this condition. 

Examination of operating statistics for the Norfolk and Western illustrates this point. In 1917 this road showed 
a total of 16,733,000 transportation train miles. In 1919, on the contrary, due to business conditions, etc., the num¬ 
ber of train miles had decreased to 13,843,000. With data compiled by the railroad administration it is possible to 
show the proportion of train miles on this railroad during the last half of 1919. These show that in 1919, approxi¬ 
mately 53.8% of the freight train miles and 51.6% of the passenger train miles came in the second half of the year. 
Weighting these two factors according to the proportion in which the road handles freight and passengers, it ap¬ 
pears that approximately 53% of its train miles were performed in the last half of the year. This would mean that 
in 1917 approximately 7,320,000 train miles were performed. Traffic records for the ‘country as a whole for 1917 
would indicate a similar increase in the train mileage in the latter half of that year. But assuming that the year 
was about evenly divided on the Norfolk and Western, it would appear that during that latter half of that year the 
train mileage amounted to approximately 8,366,000. In other words the decrease in train miles on the Norfolk and 
Western railroad as between the last half of 1917 and the last half of 1919 amounted to at least 16.8%. 


DECREASE IN PRODUCTION PER MAN HOUR DUE TO EMPLOYMENT POLICY OF THE RAILROAD. 

This general condition afforded no grounds for increasing the size of the force engaged in the repair of locomo¬ 
tives. The amount of work which management could count upon doing was less than that in 1917. It was a period 
in which the force could not be economically increased. The Norfolk and Western Railroad, however, adopted a 
policy of increasing the force. Between August and December, 1919, 82 new men were added to the force in the 
Erecting Shop. A great proportion of these were men without locomotive experience. During 1919, a night shift 
was also employed. It should be pointed out that the output of a night shift is generally lower than the output of 
a day shift. Thus a situation was created in which the Erecting Shop was frequently working at less than capacity, 
simply because conditions on the road and the equipment of the machine shop could not keep it provided with w T ork. 

The exhibit presented by the railroad shows clearly that the railroad hired more man hours of attendance than 
were necessary to perform the work. The data covering man hours and production show that when given an oppor¬ 
tunity in September the force increased its production over that of July by 24% with no appreciable increase in 
the total man hours worked. These figures are analyzed in the following table: 

Comparison Between Variation in Output and Variation in Man Hours, Roanoke Locomotive Erecting Shop, Norfolk 

and Western Railroad. 

(1919) 



Output Tractive 

Total 




Power Reduced to 

Man Hours 

Index of 

Index of 


Glass 5 Equivalent 

Erecting Shop 

Output 

Man Hours 

July . 

. 4.104,882 

74.024 

100 

100 

August . 

. 4.315,609 

72,088 

105 

97 

September . 


74,669 

124 

101 

October . 


93,260 

135 

126 

November . 

. 4.062,187 

82,350 

99 

111 

December . 

. 5,792,931 

91,973 

141 

124 


This table puts in question the entire employment policy of the railroad. It shows that the force turned out 
5,096,040 units of work in September with approximately the same number of man hours as were utilized to turn 
out nearly 4,104,882 units in July of the same year. Obviously the low production of July was due to the fact that 
the men were not kept fully occupied. Similarly the force must have been very considerably under employed in 
November when the railroad required 82,350 man hours to accomplish the same amount of work as had been done 
in Ju^y in 74,024 maji hours. Altogether the problem presented by the exhibit seems to be summed up in the ques¬ 
tion, why did the railroad continually increase the force and employ more man hours than were necessary to turn 
out the work required by traffic conditions as shown by the foregoing table. Had the force been given an opportunity 
during the full period, such as appears to have existed in September, the force existing in July could have turned 
out the same total of work as was actually accomplished during the half year with a saving of at least 12% in the 
number of man hours? The vital question is whether the policy of increasing the force and of paying for an unneces¬ 
sary number of man hours was not dictated by the approaching end of federal control. 


101 








RAILROAD RESORTS TO UNFAIR COMPARISONS. 

Additional tables contained in the Norfolk & Western Exhibit purport to show instances chosen at random show¬ 
ing the increased time required by mechanics for the performance of certain operations under time work than was 
required when piece work prevailed. Although actual time is given in both cases it is obvious that the time shown 
for the piece work period is estimated from the payments made on piece work cards. It is therefore open to the same 
criticism as that which applies to all attempts to use piece work earnings as a gauge of production, i. e., the fact 
that the railroads allowed mechanics to make up low earnings by reducing the number of hours apparently worked 
piece work and to substitute a certain number of hours as a time work basis. 

However, without going more deeply into this point, which is covered at length in connection with comments on 
the C. B. & Q. Exhibit, there will be offered here the results of an investigation of all the machine shop jobs shown 
which w r ere referred to in the record or in which a decrease of 40% or more in efficiency is shown. The direct state¬ 
ments of the mechanics on the job, describing the actual conditions of the performance of these jobs, shows the ex¬ 
tent to which the compilers of the exhibit have resorted to unfair comparisons to prove their point. Far from choos¬ 
ing instances at random, they have quite obviously muckraked for evidence, frequently taking the job when the time 
on it happened to be abnormally long. 

In connection with the analysis of these jobs it is not the purpose to contend that there has been no decrease 
in the output of these shops since piece work was abolished. The employes admit that there has been some decrease. 
But the figures presented by the railroad not only present an unfair picture of the situation but also fail to show 
the real conditions which underlie the decrease, conditions for which the conscientiousness of the mechanics can hardly 
be held to be responsible. 

Before turning to the evidence several changes in shop methods should be pointed out as conditioning the data. 

In the first place the checking of the time required to perform a job is very different under the different meth¬ 
ods of payment. Under piece work, the individual employes kept a check in the time turned in on each job. As a 
result no time was turned in which does not actually belong to a given job. In case difficulties caused delay, the 
foreman permitted the turning in of hour work to make up the average earnings. Under hour work the mechanic 
has no such check upon the time charged against a job. In fact the employes have no way of knowing whether a 
foreman charges 5 hours or 10 hours to a certain piece of work. When operating on an hour work basis a large part 
of the foreman’s knowledge of the actual time put in on a certain job must, in the nature of things, be pure estima¬ 
tion dangerously near to guesswork. 

The method of supplying work to the machinist under the day work system also has a serious effect upon the 
time required to perform the work. It would lead to serious error to assume that on a day work basis the men are 
supplied with work as they were under the piece work system. Not only is much time spent waiting for work charged 
U]3 against jobs under day work,, but also the work is frequently portioned out in smaller quantity. Jobs involving 
one or two pieces at a time require the same expenditure of time for the changing of machines, tools, etc., as larger 
orders. Such orders were only done in cases of emergency during the piece work period, and in such cases extra time 
at an hourly rate was generally allowed by the foreman. 

One source of delay which has been prevalent since the end of piece work has been crane service for the 
handling of heavy material. Such delays have added to the time recorded against many jobs. 

Finally the effect of the night force, added since the abolition of piece w r ork, should be again referred to. A 
night force not only does not produce as much work in a given time as a day force, but in the case of individuals of 
the day force operating machines used by the night force, it reduces their output. This is due to the difference in the 
grinding of tools, the adjusting of machines, the setting up of work and many other things that effect the natural prac¬ 
tice when one man operating a machine develops his own routine. 

With these factors in mind the following statements referring to the jobs in which 40% or more increase in 
time is shown will serve to show the underlying circumstances which the railroad exhibit wholly ignores. Note the 
few actual facts shown by the railroad. 

Job: 10 truck wheel tires turned and 4 truck wheel boxes refitted by Burkholder, piece work, in 9 hours. 
2 truck wheel tires turned by Mason and apprentice, day work, in 1 y 2 hours. Decrease in shop output, 40%. 

“Roanoke, Va., February 17, 1921. 

This is to certify that I, W. L. Burkholder, working as a machinist, Norfolk & Western Ry., operating wheel 
lathe have viewed the statement made by Mr. J. M. Thomas before the Railroad Labor Board relative to the de¬ 
crease in output of the Roanoke Shops while working day work last half of year 1917, during which time piece 
work system as in effect. 

I notice on page 1921, volume 9, proceedings of the United States Railroad Labor Board, that Mr. Thomas 
makes the following statements: 

‘In the first place, Mr. Burkholder turned ten truck wheel tires, refitted four truck wheel boxes, piece 
work, in nine hours. He did that on a 42-inch car wheel lathe, a machine installed in 1909, motor driven. 

Under the day work system, M. E. Mason, with an apprentice boy turned two truck wheel tires in 1 hour 
and 30 minutes. Now at the rate that they were turning them they would have turned ten tires in 15 hours.’ 

‘Mr. Wharton: The thing that I desire to have you explain was the need for having two men employed 
upon a machine in 1920, compared with one man in 1917. 


102 


Mr. Thomas: Well, under this 42-inch car wheel lathe they put an apprentice boy on the one wheel and 
Mason on the other wheel—it is a double head machine—to get the output as fast as they could get it. They 
were after the output. There was a banking up of steel wheels that had to be gotten out, and they thought that 
by employing two men, one on each head, that they could get the work through the machine faster than they 
would by making one man take both heads. And then another thing, the machinists object to running two heads 
on one machine.’ 

I do not feel that this statement represents the true conditions surrounding the work of the machine in 
question for the following reason: I took that particular wheel lathe at the time it was installed in 1909 and I 
have operated it ever since until about the time piece work was abolished. The prices on this work were set, 
with myself operating one head of the machine and a helper, or specialist, as he was called, operating the other 
head, and we both did the same work with the exception that I was responsible for the sizing at both heads. 
Everything was arranged very favorably for the demonstration when the price was set and the operator or the 
other head saved some time, in connection with turning out a set of wheels because he could attend to one 
side, set the feeds, changing tools and feeding by hand where necessary on his end of the machine while I did 
the same thing on the other end, the shop foreman being present, overseeing the demonstration. I never ob¬ 
jected to running the two heads of that machine myself but I always insisted, while working piece work, on 
having the same help as was used during the demonstration when the prices were set, otherwise, I could not 
have made my piece work rate. 

The Mr. M. E. Mason referred to, should not have been expected to turn out the work on this machine in 
the same time I had done the work, because of the fact that Mr. Mason was a new man on the job. He was not 
an experienced railroad mechanic and had not had any experience on heavy machinery as he came from a 
cigarette machine factory during the war and was placed on this machine, together with an apprentice boy, who 
likewise, had very little experience. 

The inference made by Mr. Thomas that the employment of two men on this one machine under the day 
work system was a new practice is not correct as it was a practice from the time the machine was installed. 

(Signed) W. L. BURKHOLDER, 

Machinist.” 

Job: liy 2 cylinder packing rings M-2 and W turned by Zeller, piece work, in 5 hours. Six cylinder packing 
rings M-2 and W turned by Mullen, day work, in 5 y 2 hours. Decrease in shop output, 53 per cent. 

“Roanoke, Va., Feb. 18, 1921. 

This is to certify that I, J. L. Mullen, working as machinist, Norfolk & Western Railroad, operating a lathe, 
have viewed the statement made by Mr. J. M. Thomas before the Railroad Labor Board relative to the decrease 
in output of the Roanoke Shops while working day work last half of year 1919, as compared to the output of the 
same shop during the last half of the year 1917, during which time piece work was in effect. 

Exhibit No. 3 shows that there was a decrease of 53 per cent between my output working under day work 
turning six cylinder packing rings as compared against the output of G. J. Zeller turning 11 y 2 cylinder packing 
rings working under piece work system. 

I have worked for the N. & W. Railroad Company for thirty years and believe I am competent to judge a 
day’s work, and I am satisfied that a fair investigation will show that I do a fair days’ work. This exhibit in this 
particular case is the most unreasonable comparison imaginable as there are so many conditions to be considered 
in connection with this case which would change the matter considerably, some of which I mention as follows: 

The machine in question is a very, very old machine and should really be taken out of service. At the time 
G. J. Zeller operated this machine it was also in need of repairs but he forced the work on this machine to the 
extent that he completely wrecked the machine. The carriage, for instance, has been broken completely off and 
is now only held by electric weld. After Mr. Zeller left this machine, it was used for apprentice boys to learn 
the operation of a lathe, which you will readily understand is only done with old machines. When I was placed 
on this machine, and since I have been on it, I have been continually patching and repairing it to keep it going 
and at the time of this statement the machine has been broken down and out of service for the past week, 
but aside from the conditions of the machine, the conditions of the castings and the management of the shop 
enters largely in a decrease that may be shown in the output, for instance, the castings that are used to make 
cylinder packing rings from, are moulded into two different sizes, that is for the same size ring, one size which 
is a drum about 9 inches long is moulded for the use of the lathe, while the second size, 14 inches long and much 
heavier, is moulded to be used on a boring mill. The boring mill castings are not adapted to lathe work because 
they are too long and heavy, causing the machine to chatter and necessitating a light feed and slower speed 
than can be used on the short castings in the lathe. For some reason, however, we are unable to get the proper 
castings for the proper rings and I state emphatically that at least 80 per cent of the castings used on my lathe 
to make cylinder packing rings are castings made for the boring mill and not adopted for lathe work. The 
foreman seems to be indifferent to this but I dare say under the piece work the men would not make packing 
rings from such castings without an extra allowance. 

I feel that if the foreman would see that the proper castings are used, that the machine would not be broken 
down as much as it is and that a better output could be had, but I desire to say that while they show in this 
particular case that I turned six class M-2 and W packing rings in 5 y 2 hours, my average time on this work. 


103 


working clay work, will be at least two packing rings per hour, which is by no means comparable to the figures 
they have shown. 

Mr. Zeller is a man about 28 or 30 years old. I will be 65 years old on my next birthday. I do not know if 
they have taken the age into consideration nor do 1 care so far as that is concerned, as I am satisfied I can 
satisfy any competent judge under a fair investigation that this exhibit is unreasonable and that I am giving a 
good honest day’s work. 

Yours sincerely, 

(Signed) J. L. MULLEN, 

Machinist.” 

Job: Ten (10) 56 inch driving wheel tires bored by McCafferty, piece work, in 7 1-5 hours. Eight (8) 56 
inch driving wheel tires bored by Agee, day work, in ten hours. Decrease in shop output, 60 per cent. 

“Roanoke, Va., Feb. 19, 1921. 

This is to certify that I, V. C. Agee, working as machinist, Norfolk & Western Railroad, operating boring 
mill, have viewed the statement made by J. M. Thomas before the Railroad Labor Board relative to the decrease 
in output of the Roanoke Shops while working day work last half of the year 1919, as compared to the output 
of the same shop during the last half of the year 1917, during which time piece work system was in effect. 

Item No. 6 quoting my output on long tires showing a 60 per cent decrease in output may or may not be 
correct as the figures seem to be based on a comparison between my work and the work turned out by Machinist 
Frank McCaffery, who worked piece work, which was not true in my case. I never worked piece work and I 
do not know how much work Machinist McCaffery did while he worked piece work. I do know, however, that 
when I went to work for the Norfolk & Western Railway, which was in March, 1920, the amount of work on the 
tires in question was different from the work at the present time, as follows: 

When I first started to work most of the tires were roughed out and I simply sized them by taking about a 
sixteenth of metal out of the tire. Shortly after I went to work, they began to send the tires with as much as a 
half inch of metal to be removed and in addition to the excess metal, we are now required to have a three-sixteenth 
left on the inside diameter, tires to keep the tires from adjusting too far over the wheel, all of which takes addi¬ 
tional time as this lip must be squared out. I have waited on the crane very often to change wheels on the 
machine, and I do not know how many tires the foreman makes on my card as he attends to that himself. 

"it*- 

I am sure that the machine is doing all it can be expected to do, as the machine has been broken down three 
times since I have been on it, because Foreman George Hooper requested me to try it with more feed and speed, 
and each case it stripped the gears, and now they have put steel gears in place of the cast iron gears, and it is 
in a tremble to do the work it is now turning out. 

Yours sincerely, 

(Signed) V. C. AGEE, 

Machinist.” 

Job: Four (4) 33 inch engine truck wheel tires bored in four hours and 10 bored in seven hours, piece work, 
by Cocke. One (1) 33 inch engine truck wheel tire bored by same mechanic, day work, in one and two-third 
hours. Decrease in shop output, 40 per cent. 

With reference to this job the difference in quantity should be noted. Three different instances of the operation 
are indicated. Arranged in order of quantity they would appear as follows: 


1 Engine truck wheel tire bored. 1 2-3 hours 

4 Engine truck wheel tires bored. 4 hours 

10 Engine truck wheel tires bored. 7 hours 


Obviously with the increase in number handled at a single setting up for the job the average time required 
decreases. For this reason the comparison really shows nothing with regard to methods of payment. Other reasons 
why the jobs are not comparable as between the two periods are described by Mr. Cocke as follows: 


“Roanoke, Va., Feb. 18, 1921. 

This is to certify that I, J. E. Cocke, working as machinist, Norfolk & Western Railroad, operating boring 
mill, have viewed the statement made by J. M. Thomas before the Railroad Labor Board relative to the decrease 
in output of the Roanoke Shops while working day work last half of year 1919, as compaerd to the output of 
the same shop during the last half of the year 1917, during which time piece w T ork system was in effect. 

I notice in Exhibit No. 10 that I am credited with a 40 per cent reduction in output turning engine truck wheel 
tires, 33 inches in diameter, comparing the operation on one tire under day work as against the operations on 
four tires and ten tires under piece work. This exhibit does not show a true statement of facts as there is no 
comparison between the tires that we are doing under the day work system compared to the tires we bored under 
the piece work system for the reason under the piece work system the tires were furnished rough bored, leaving 
from one-sixteenth to a possibly one-eighth inch stock to be bored, very, very seldom as much as one-eighth inch, 
but under the day work system we are required to bore this same size tire with three-eighths inch metal to be 


104 





removed instead of one-sixteenth inch metal, the change in the metal in these tires took place just prior to the 
abolition of piece work or in the last part of 1917, and at that time the foreman instructed me to turn in two 
tires on my piece work card for every tire I bored, and when necessary more than two for one. This apparently 
has not been considered in this exhibit, but it is the true condition that exists and the foremen are fully aware 
that there is this vast difference in the work required now as compared to the work under the piece work system. 
I am sure that there is as much work being done on my machine, not counting the time lost waiting on material, 
crane service, etc., as ever was under piece work. 

I am also quoted in Exhibit No. 24 with a decrease in output of 43 per cent on one packing cylinder head class 
0 and in reply to this item, I desire to say that I am unable to answer as I positively never worked on a class 
0 cylinder head and do not ever remember seeing any one else working on same. 

Yours sincerely, 

(Signed) J. E. COCKE, 

Machinist.” 

Job: Ten (10) cylinder (back) heads “W” milled for guides by Williams, piece work, in eight hours. Three 
(3) back cylinder heads “W” milled for guides by same mechanic, day work, in four hours. Decrease in shop 
output, 40 per cent. 


“Roanoke, Va., Feb. 18, 1921. 

This is to certify that I, G. A. Williams, working as machinist, Norfolk & Western Railroad, operating mill¬ 
ing machine, have viewed the statement made by Mr. J. M. Thomas before the Railroad Labor Board relative 
to the decrease in output of the Roanoke Shops while working day work last half of year 1919, as compared to the 
output of the same shop during the last half of the year 1917, during' which time piece work system was in 
effect. 

In Exhibit No. 13 I am quoted with a reduction of output amounting to 40 per cent milling class “W” 
cylinder heads, four guides, and in reply I desire to say under the piece work exhibit they show that I had ten 
heads to work on while under the day work system I had but three heads to do at tliat time. This ordinarily 
would make a difference as there was always time lost in repairing machine for the different work, but without 
comment on that phase of work, I am sure that I can prove that the reduction in output in connection with my 
machine at least is not due to myself or the machine but is due to the shop management showing an utter in¬ 
difference as to the crane facilities, which is entirely necessary for the work on my engine. I am continually 
required to wait on the crane and conditions are such that if I had a change to make on my machine that would 
require but five minutes of the crane service, while there may be some other job waiting on the crane that 
would require any where to an hour’s time, I am repeatedly forced to wait until the crane handles the big job 
first. I had a chain hoist at my machine but find it impossible to have them unload the material close enough 
to my machine to get the use of the chain hoist as it is invariably piled some where out of reach, and again when 
we do get material in reach of the chain hoist, we cannot get help to handle the work. I have repeatedly asked 
the foreman, Mr. George Hooper, to remedy this situation but he has done positively nothing. 

As an illustration, just recently Mr. Hooper told me he wanted two cylinder heads for a new engine in a 
hurry and I took that opportunity to make him responsible for the crane service. I was prepared to do the work 
immediately and put it right up to him to get the crane. It took him just fifteen minutes to get the crane to 
start with, and after I had done part of the work and had a change to make, requiring the crane the second time, 

I notified him in time to get the crane and I was compelled to wait again just forty-five minutes before I got the 
crane, making one full hour that I lost on these two heads, and I make this case known to the committee at 
the time to show that Mr. Hooper was responsible. This job under piece work paid 50 cents per head for the 
work I did So you will readily see that I spent almost as much time waiting on the crane as it took to do the job. 

Yours sincerely, 

(Signed) G. A. WILLIAMS, 

Machinist.” 

Job: Two (2) cylinders “W” planed complete by Walthall, piece work, in 17 y 2 hours. Same job performed 

by Jennell and Westergast in 30 hours. Decrease in shop output, 77 per cent. 

This is to certify that I, S. A. Jennel, working as machinist, Norfolk & Western Railroad, operating cylinder 
planer, have viewed the statement made by Mr. J. M. Thomas before the Railroad Labor Board relative to the 
decrease in output of the Roanoke Shops while working day work last half of year 1919, as compared to the output 
of the same shop during the last half of the year 1917, during which time piece work system was in effect. 

Exhibit No. 14 shows a decrease in the output of the cylinder planer to be 77 per cent is a very unfair 

statement and while I do not attempt to compare myself against J. H. AValthall when it comes to planing 
cylinders, I do, however, desire to Show a more true statement of the situation. First, J. H. Walthall has planed 
practically all of the cylinders on the N. & W. Railroad for twenty years. He operated the, cylinder planer prior 
to the installation of the present machine, which he set up himself about the year 1910, and has operated this 
machine in question ever since. It is a well known fact that Mr. Walthall has planed cylinders in shorter space 
of time than many of the most efficient shops in the country, yet Mr. Walthall states that this exhibit shows the 
lowest number of hours that he ever completed such cylinders in, and that he has repeatedly found it necessary 


105 




to have the foreman allow shop time where he was longer than required by piece work time to do the work, as 
much as seventeen hours day work has been allowed to Mr. Walthall when a cylinder was in bad shape due to bad 
casting, etc., and it is absolutely impossible to expect cylinders to be planed in a uniform time. As for myself, 
I never planed a cylinder until just shortly before the time set in this exhibit and I had been off duty on account 
of sickness and was in a very weakened condition when I returned to work, just a few months prior to this 
operation. 

Mr. C. W. Westergast, who also figures in this exhibit, was working at night on this same job and the night 
men were seldom allowed to Stay on the one job all night, but were moved around from time to time. Mr. 
Westergast was an entirely new man without any experience, having been hired on the Norfolk & Western on August 
10, 1920, and was, therefore, in no position to be used in an illustration of this kind. I had no way of knowing 
how much time Mr. Westergast worked or how much time his foreman turned in on the time cards while working 
night work on the same work that I was working on in day time and I have had the day boss repeatedly ask 
if I knew whether the night man had worked a part or all night on the work. 

In addition to the above statement, I feel safe in saying that there is twice as much time lost by machinists 
on heavy work waiting on the crane since we have been working day work as there was under the piece work 
system, all of which may be charged up against the time required to do the work as we have no way of knowing 
otherwise. 

Under piece work the boiler fit or boiler radius was always chipped on the cylinders, it being a separate 
operation done by floor men. Mr. Walthall was never required to do that class of work on the planer but since 
working day work, this operation has now been added to the planer instead of adding it by hand and it takes from 
six to ten hours to cut this radius on the planer, which possibly accounts for a part of the time charged in this 
exhibit. 

In conclusion, I desire to say that I do not deny that there is a reduction in the output of this machine 
but I do emphatically deny that 77 per cent or even the 37 per cent recorded in the same exhibit is anything near 
like a fair illustration and again I say that if the foremen would give the men the same accommodations that 
they get under piece work the decrease in output would be much less than at the present time. 

Yours sincerely, 

(Signed) S. A. JENNELLE, 

Machinist.” 

Job: Five (5) main valve piston packing rings turned by McDevitt, piece work, in one hour. Three (3) main 
valve piston packing rings turned by same mechanic, day work, in one hour. Decrease in shop output, 40 per cent. 


“Roanoke, Va., Feb. 18, 1921. 

This is to certify that I, J. E. McDevitt, working as machinist, Norfolk & Western Railroad, operating a 
lathe, have viewed the statement made by Mr. J. M. Thomas before the Railroad Labor Board relative to the 
decrease in output of the Roanoke Shops while working day work last half of the year 1919, as compared to the 
output of the same shop during the last half of the year 1917, during which time piece work system was in 
effect. 

Under Exhibit No. 19 I am shown to have turned five main valve piston packing rings in one hour, while 
working piece work in 1917, as compared to three main valve piston packing rings in one hour under the day 
work system in 1920, which comparison shows a decrease in output of 40 per cent. 

I am at a loss to understand how such a comparison was actually made as there is no class mark in con¬ 
nection with this work that would indicate that these packing rings were the old style straight rings or if they 
were the new style “L” shaped packing rings, for instance, the piece work price on the old style packing rings 
was 12 cents, while the piece work price on the “L” shaped rings was 24 cents. Therefore, if the five rings 
were straight rings and the three rings were “L” rings it should show an increase in output instead of a decrease. 

In turning packing rings, I do not turn three rings at a time or five rings at a time, but I take the casting 
and turn the entire casting. If I am making straight rings, I usually get about twelve rings from that particular 
casting, while from the casting used to make “L” rings I usually get about ten rings out of such a casting. It 
takes from two and a half to three hours to work up a straight ring casting while it takes from three and a 
half to four hours to work up an “L” ring casting, except when there are unusual conditions such as bad cast* 
ing, etc. 

Instead of charging up one ring, three rings, five rings, etc., my time is usually charged packing rings for 
one engine, two engines, three engines, or whatever the number may be and in case one engine requires more 
new rings than another engine there is no distinction made in charging the time. 

Under the piece work system, there was a great deal of time worked on bad castings for which I was 
allowed day work cards charged to Order No. 511, and sometimes I would work an entire day on bad castings 
and only get a few good rings from my whole day’s work, but under that system I only charged time, piece 
work, on the number of pieces that were good and regulated the time so charged to make my piece work rate. 
The remainder of the time going on charge 511. Under the day work system there is no necessity for making 
the separation between time on bad castings or good castings but there is less time on bad castings under the 

106 


t 

present system because the pattern has been changed since that time, the new pattern providing more stock which 
really means a little more work for the same amount of rings under the day work system as compared to piece 
work when working on good castings. 

As stated before, not knowing the class of rings in question, or the manner in which the time was set in this 
exhibit, I can only say that it does not represent a true comparison between the output of my work under the 
day work system as compared to the piece work system and I do not hesitate to make the statement that under 
the same conditions I am turning out just as much work under the day work system as I turned out under the 
piece work system. 

Yours sincerely, 

(Signed) J. E. McDEVITT, 

Machinist.” 

Job: Seven (7) 56 inch driving wheel tires bored in five hours and five (5) bored in four and one-half hours, 
piece work, by McCaffrey. Same bored, day work, in ten hours and nine hours. Decrease in shop output, 50 
per cent. 


‘‘Roanoke, Va., Feb. 19, 1921. 

This is to certify that I, Frank McCaffrey, working as machinist, Norfolk & Western Railroad, operating 
boring mill, have vie\ved the statement made by J. M. Thomas before the Railroad Labor Board relative to the 
decrease in output of the Roanoke Shops while working day work last half of year 1919, as compaerd to the output 
of the same shop during the last half of the year 1917, during which time piece work system was in effect. 

I desire to say that the 50 per cent decrease in output charged against my work in Item No. 38 of the chart 
in question is not at all correct, as the work in question is entirely different work, while I will explain as 
follows: 

Some tires come to us bored to within a sixteenth of size and we simply size them to the wheels, but some 
of the tires, in fact most of them, are coming in the rough, with as much as three-quarters of an inch metal 
to be removed. It takes as much time to rough the extra metal out as it does to finish the other tires com¬ 
plete, which I suppose they are now showing as without giving any credit for this extra metal. 

Under piece work we got some of these tires in the rough but the foreman always turned in enough tires 
to make out piece work rate and that was usually two tires for each one we bored in rough. 

The machine has been broken several times because of the heavy work it is required to do, and now it is 
chattering under the strain at the rate we are working. 

I can positively deny that there is a 50 per cent decrease in the output on this work, and also I desire to say 
that I am turning out as much work when conditions are equal as I turned out under piece work. 

Yours sincerely, 

(Signed) FRANK P. McCAFFREY, 

Machinist.” 

Job: Fourteen (14) driving boxes “WM” planed by Sheehan, piece work, in eight hours. Ten (10) planed 
by Bowdell, day work, in eight hours. Decrease in shop output, 40 per cent. 


‘‘Roanoke, Va., Feb. 18, 1921. 

This is to certify that I, J. W. Bowdell, working as machinist, Norfolk & Western Railroad, operating planer, 
have viewed the statement made by Mr. J. M. Thomas before the Railroad Labor Board relative to the decrease 
in output of the Roanoke Shops while working day work last half of year 1919, as compared to the output of 
the same shop during the last half of the year 1917, during which time piece work system was in effect. 

After carefully studying Exhibit No. 51, which shows that I planed only ten class “W” and “M” driving boxes 
in eight hours, I am unable to figure how the Railroad Company arrived at such figures. However, I have noth¬ 
ing to do with the time cards handled under the day work System and I do not see how the foreman keeps track 
of the number of boxes as he has no way of knowing if I do not plane eight boxes or twenty boxes, unless he 
makes it his business to put a time check on me for a certain period. I can truthfully say that under the ordi¬ 
nary conditions I average sixteeen of these boxes in eight hours, but there are certain conditions that this exhibit 
may possibly refer to, as for illustration, ordinarily we simply plane the boxes, which are cast iron, in order to 
square them, the general practice being where they are slightly out of square to set or box up so that one side 
squares itself, leaving only one side of the box to plane. However, there are times when a set of boxes 
might have been strung and planed so often that it is necessary to plane the sides of the boxes and dovetail 
the metal, so that they can be built up by casting brass on either side. This is an entirely different operation 
from the ordinary planing and does require considerable more time than when boxes are brassed as illustrated. 
They must be planed, which is also an entirely different operation from planing the regular cast iron box, and 
it may be possible that the ten boxes in the eight hours referred to in this exhibit were boxes that had been 
brassed, but that, in my opinion, would be a mighty good day’s work as the average for such work would be 
about eight boxes in about eight hours. I am, therefore, unable to determine what the difference was at this 
particular time but I can truthfully say that the output of this machine under favorable circumstances is as 
much today as it was under the same conditions while working piece work. 

107 


There is considerable more time lost in the shops today by reason of bad crane service, lack of material, etc., 
than ever was under the piece work system, but we have no way of knowing how time lost, for which we are 
not responsible, is charged. While under the piece work system we were always given the day work card to 
cover such delays. This exhibit also fails to show if one side or two sides were planed in either or both in¬ 
stances, and that would naturally make some difference as under piece work there were two prices as follows: 
Twenty-five cents when you found time necessary to plane only one side, and 35 cents when you had to plane 
both sides. 

Yours sincerely, 

(Signed) J. W. BOWDELL, 

Machinist.” 

The following jobs were specifically referred to by Mr. Thomas in presenting the exhibit to the Railroad Labor 
Board. Statements from the men concerned reveal the extent to which the data presented by Mr. Thomas neglects 
certain essential factors necessary to an understanding of the case. 

Job: One (1) E-2 cylinder bored complete by Whittaker, piece work, in nine hours. Same job done by same 
mechanic, day -work, in eleven hours. Decrease in shop output, 18 per cent. 


“Roanoke, Va., Feb. 17, 1921. 

This is to certify that I, H. D. Whittaker, working as machinist, Norfolk & Western Railroad, operating bor¬ 
ing mill, have viewed the statement made by Mr. J. M. Thomas before the Railroad Labor Board relative to the 
decrease in output of the Roanoke Shops while working day work last half of year 1919, as compared to the 
output of the same shop during the last half of the year 1917, during which time piece work system was in 
effect. 

Mr. Thomas states as follows, on page 1909, volume 9, proceedings of the United States Railroad Labor Board: 

‘In this exhibit we see H. D. Whittaker, boring one cylinder complete, Class E-2. That is the third item from 
the bottom of that sheet. He bored this cylinder in nine hours piece work. 

The same man on the same machine, a horizontal boring machine, purchased in 1912, motor driven—this 
same man, shop time, took eleven hours to bore the same cylinder, which shows a decrease in output of IS 
per cent.’ 

I desire to say that while it is shown that I had operated this class cylinder in nine hours, working piece 

work, it also can be said that it took me eleven hours, and in some cases longer, to bore the same cylinder when 

conditions were not the most favorable while working piece work. 

Under the piece work system when we were delayed by waiting on the crane to handle the work at the 
machine, or by waiting on tools or material, or otherwise delayed, we were frequently credited with whatever 
number of hours it took as over and above nine hours to do the job, by charging such additional time to some 
other work or to the shop time card, such as repairing machinery, this was a common practice where the delay 
could not directly charge against the machinists. 

Again I desire to Say that while working piece work I would not start to bore one cylinder but would 

insist on having a number of cylinders before changing my machine as it was not possible only under the most 

favorable conditions to handle one single cylinder in nine hours, which was the time necessary on that class 
cylinder to make our piece work rate. 

Since we have been working day work we cannot refuse to bore one cylinder and then change the machine 
to some other class and we are very often required to do so. 

Since we have been working day work there has been no change whatever in the speed or feed used on my 
machine on the same work as compared to the speed or feed used when I was working piece work. I do, how¬ 
ever, have to change machine much oftener and wait on material and crane service more than I did under piece 
work, all of which is now charged against the time required to bore the cylinder. 

Under piece work we made out our own cards and when we were delayed, as heretofore Stated, the foreman 
would give us additional credit as heretofore stated, all of which we had a full knowledge of, but since we have 
been working day work we know nothing whatever about the amount of time that the foreman charges against 
any certain piece of work as he makes up the time card each night and very seldom consults the machine 
operator, and I doubt very much if he can make an accurate report of time on these specific jobs when he 
does not know the exact time that the work was started or finished. I, therefore, state that I do not agree with 
the statement of a decrease in output of 18 per cent as a statement of facts based on similar conditions under 
both systems. 

Yours sincerely, 

(Signed) H. D. WHITTAKER, 

Machinist.” 

Job: Twelve and one-half wrist pins rough turned from bar and chased by Iseley, piece work, in eight hours. 
Nine wrist pins rough turned and chased by same mechanic, day work, in eight hours. Decrease in shop output, 
28 per cent. 


108 


In this instance circumstantial evidence points to the existence of a deliberate policy in the choice of jobs for 
comparison. A reading of the statement of the mechanic will reveal the improper use of this data as a basis for 
comparing two methods of payment. 

' “Roanoke, Va., Feb. 17, 1921. 

/ 

This is to certify that I, W. C. Iseley, working as machinist, Norfolk & Western Railroad, operating boring 
mill, have viewed the statement made by Mr. J. M. Thomas before the Railroad Labor Board relative to the 
decrease in output of the Roanoke Shops while working day work last half of the year 1919, as compared to the 
output of the same shop during the last half of the year 1917, during which time piece work system was in 
effect. 

I notice on page 1920, volume 9, proceedings of the United States Labor Board, Mr. Thomas makes the fol¬ 
lowing statement: 

‘Taking the last item on that same sheet, Mr. AY. C. Iseley, working piece work on a turret lathe, purchased 
in 1910, installed in the Shop in April—a belt-driven machine—the man has had six years experience on that 
machine in 1917—he rough turned twelve and a half (12%) wrist pins—and when I say twelve and a half 
(121,4) his operating was really twenty-five wrist pins in sixteen hours, but twelve and a half (12%) wrist pins 
was what he turned in on his piece work card for this day in question, and the following day he turned in the 
balance on his shop time card, because he regulated his amount earned to suit himself. 

Now, he turned in twelve and a half (12%) wrist pins as working eight hours on piece work, and the same 
man only performed nine wrist pins—operating rough turning and chasing—nine wrist pins, shop time, on the 
same machine, the Same type of work, same sized pins, shop time, or a reduction of 28 per cent.’ 

This statement I review as a very unfair and mb leading comparison as the facts in this case are as follows: 
I left the service of the N. & W. Railroad Co. in November, 1917, which was shortly before piece work was 
abolished. I was working on the particular machine mentioned in Mr. Thomas’ statement at the time I left the 
service of the N. & W., and it is true that I was in the habit of turning twelve and a half wrist pins for an eight 
hour day. which was the necessary amount required to make my piece work rate. However, when I could not 
turn twelve and a half pins under the piece work system by reason of being -delayed on account of waiting on 
material, tools, etc., or because of bad stock, I, like others, was given credit for machine repairs or some other 
shop time charge for the number of hours which it took me over and above the required time to make my piece 
work rate. 

When I left the service of the Norfolk & Western Railroad I went to work in the Navy Yard, which was an 
entirely different class of work, and I stayed in the Navy Yard until December. 1918, when I was again em¬ 
ployed by the N. & AY. R. R. in the same shop, but not on the same machine, as I was employed on a boring mill,, 
which is also a very different class of work from that which I performed in 1917, as shown by Mr. Thomas, and 
it is extremely strange that I have been used as an illustration to show a decrease in production when I never 
returned to my former machine .with the exception of a part of one day during the latter part of 1919, when 
the regular operator employed on that machine was off duty. I do not remember the exact date but I had started 
to work at my regular work, which was the boring mill, and I do not know just what time of the morning it was 
when Mr. George Hooper, my foreman, came to me and asked me if I would go up and operate my old machine* 
for that day because the regular operator was absent, which I, of course, agreed to do. but when Mr. Hooper and 
myself arrived at the machine we found that the regular operator of that machine had the tools necessary to do 
the work in question locked in his tool box, and before I could start to work, Mr. Hooper had to send a messenger 
boy up town to the home of the regular operator of that machine to get the keys to his tool box so that we could 
get the necessary tools. I do not remember just about how much time was lost in waiting for this messenger boy 
to return but I do know that in addition to that loss, I had to adjust the bearings of that machine, which were not 
in correct working order, before I could do my work properly, all of which constituted a considerable loss of 
time for that day. I do not remember just how many pins I turned that day, but I do know that I did not shirk 
the job. I used the same feed and the same speed as I had used when working piece work, and if there was a 
decrease in the output for that day, I am sure that it would not represent a decrease in the output per hour. 

Again I say that it is in my opinion a very unfair comparison and I do not believe it represents the facts as 
they should be represented in comparing the output of the two systems. 

Yours very sincerely, 

(Signed) AV. C. ISELEY, 

Machinist.” 

Job: Four (4) side rod knuckle joint pins turned, chased and fit, and four (4) side rod knuckle joint bush¬ 
ings turned, bored and fit by Voight, piece work, in 5 1-5 hours. Three of each job done by same mechanic, 
day work, in 5 1-5 hours. Decrease in shop output, 25 per cent. 

“Roanoke, A r a., Feb. 17, 1921. 

This is to certify that I. AA r . A. A^oight, working as machinist, Norfolk & AVestern Railroad, operating knuckle 
pin lathe, have viewed the statement made by Mr. J. M. Thomas before the Railroad Labor Board relative to the 
decrease in output of the Roanoke Shops while working day work last half of year 1919, as compared to the output 
of the same shop during the last half of the year 1917, during which time piece work system was in effect. 


109 


I notice Mr. Thomas’ statement on Page 1920, Volume 9, proceedings of the United States Railroad Labor 
Board as follows: 

‘Operation, Exhibit No. 20, in the machine shop, W. A. Voiglit, Shows turning and chasing and fitting fpur 
side rod knuckle joint pins and their bushings in five hours and twelve minutes—that is five and one-fifth hours. 
And under shop time he only was able to turn three side rod knuckle pins and their bushings in that same 
period of time—a loss of 25 per cent. 

This work was done on a 20 inch engine lathe, belt-driven, established there—installed in 1898, and the 
man is a ten-year-old man on this machine—that is, he had had ten years experience in 1917—man 52 years old.’ 

I regard this statement as unfair for the following reasons: Under piece work system, I have the work 
in question furnished to the machine in sufficient quantities that I had nothing to do but turn and fit the pins 
and bushings in question and my entire day was consumed on such work except in some cases w T here I was 
required to do some other work, for which I always received a separate day work card, but since piece work has 
been abolished, my duties have been changed considerably and in addition to turning and fitting these pins and 
bushings, I am required to look after other work such as inspecting the rods, both the repair work and the shop 
orders, see that sufficient material is on hand to do the work, which necessarily takes much of my time between 
the blacksmith’s shop and the storehouse, all of which the foreman took care of under the piece work system. 
Under day work system I do not keep my own time cards and the foreman charges any time he sees fit on turning 
and fitting pins and bushings, but I do state that while I am now actually working on the same work, such as 
turning and fitting pins and bushings, I am sure there is very little difference, if any, in the time, as compared 
to piece work as I use the same speed and the same feed as I have always used. There is, however, some 
difference in the conditions of my machine now as compared to 1917, as it is not in as good repair as it was during 
the time we worked piece work and if there is any actual difference in the time consumed under the present 
system in doing the work in question, it is entirely due to the depreciation of the machine itself. The decrease 
of 25 per cent, as shown by Mr. Thomas’ statement, I am sure must have been made by charging the time that 
I am now occupied on additional work against the operating of turning and fitting pins and bushings, which is 
not a fair comparison of the actual work done under the two different systems. 

Yours sincerely, 

(Signed) W. A. VOIGHT. 

Machinist.” 

Job: Seventeen (17) injector delivery nozzles turned, bored and chased by O’Connor, piece work, in eight 
hours. Fifteen (15) nozzles turned, bored and chased by McDowell, day work, in eight hours. Decrease in shop 
output, 12 per cent. 

“Roanoke, Va., Feb. 18, 1921. 

This is to certify that I, G. B. McDowell, working as machinist, Norfolk & Western Railroad, operating brass 
lathe, have viewed the statement made by Mr. J. M. Thomas before the Railroad Labor Board relative to the 
decrease in output of the Roanoke Shops while working day work last half of year 1919, as compared to the 
output of the same shop during the last half of the year 1917, during which time piece work system was in 
effect. 

Replying to the statement made by Mr. Thomas as shown on Page 1932, Volume 9, proceedings of the United 
States Railroad Labor Board, which is as follows: 

‘We have an instance of that where Thomas O’Connor, on Exhibit 49—which is on Sheet 5 of Chart No. 4_ 

turning, boring and chasing seventeen injector delivery nozzles in eight hours, and we have him compaerd with 
J. B. McDowell, who only did fifteen of them in eight hours on the same machine—a 12 inch turret lathe.’ 

You have noticed that my output has been compared with that of Mr. Thomas O’Connor, but I am* sure 
that the facts in the case will not justify the reduction in output as shown by Mr. Thomas’ statement. 

Mr. Thomas O’Connor was on this particular machine and this particular job for eighteen years and I dare 
say was thoroughly familiar with every action of that particular machine and knew every move necessary to 
make in the operation of this particular job by heart, which should not be expected of a new man without suffi¬ 
cient time to become accustomed to the machine and work. 

During the time Mr. O’Connor operated this machine there was no night shift on this particular work, but 
when Mr. O’Connor was promoted to foreman and I w r as transfered to his machine there was also a night man 
employed on that same work. The night man was entirely inexperienced and I was obliged to go over certain 

parts of his work many times, much of which was never made known to the foreman, ^11 of which was charged 

against my output. I did not have this work very long under the day work system until it was decided to buy 
these delivery nozzles instead of manufacturing them, which of course eliminated my opportunity to attain the 
same record as Mr. O’Connor is quoted with in connection with this work. I wish to state also that while I 

am sure the difference in the output as shown by Mr. Thomas would not be considered a discredit to myself or 

anyone else considering all the circumstances, I doubt very much, however, if the comparison is true in all cases 
as we made our own time cards during the piece work system but have nothing to do with the charging of it 
under the day work system, and the foreman can charge as many pieces as he desires without the knowledge of 
the operator in making out the time. 

Yours sincerely, 

(Sighed) J. B. McDOWELL, 

Machinist.” 


110 


PASSENGER CAR SHOP TURNS OUT MORE WORK DURING TIME PAYMENT PERIOD. 

In the introduction to this section it was stated that the railroad failed to take any account of the various classes 
of repair in its comparison of output of Passenger Car Shop as between the two periods. The exhibit contains, how¬ 
ever, the data necessary to taking this factor into account. Introducing this element reverses the conclusions drawn 
by the railroad from the exhibit. Instead of a decrease of 22.7 per cent in the amount of work turned out by the 
shop, it appears that 23.4 per cent more work was turned out in 1919 than in 1916. It is true that more man hours 
were expended per car repaired, but this was due entirely to the fact that more repair work was done per car. 

The basic data offered by the railroad is included in the following table: 

Basic Data Comparing Production of Passenger Car Shops Norfolk and Western Railroad. Roanoke, 1916-1919. 



Total 


Number of 

Cars Repaired 



Man Hours 

Light 

Class 3 

Class 2 

Class 1 



Expended 

Repairs 

Repairs 

Repairs 

Repairs 

Total 

July, 1916. 


13 

17 

0 

0 

30 

1919. 


6 

15 

11 

0 

32 

August, 1916.. 


6 

18 

2 

0 

26 

1919. 


0 

9 

,7 

2 

18 

September, 1916. 


7 

13 

0 

0 

20 

1919. 


6 

11 

5 

0 

22 

October, 1916. 


7 

16 

2 

0 

25 

1919. 


1 

7 

15 

1 

24 

November, 1916. 


22 

15 

2 

0 

39 

1919. 


7 

8 

12 

0 

27 

December, 1916. 


31 

18 

0 

0 

49 

1919. 


2 

7 

15 

0 

24 

Total, 1916. 


86 

97 

6 

0 

189 

1919. 


22 

57 

65 

3 

147 


The exhibit also contains the following description of the work included in each class of repairs: 

Light Repairs: Changing wheels, renewing side or end sill in trucks, renewing steps, renewing draft timbers, 
two or less, renewing canvas roof, patching or other similar work which does not require extensive renewal of 
painted or varnished surfaces. 

Class 3 Repairs: Thorough renovating, including upholstering, burning off paint from outside of car, thorough 
overhauling platforms, trucks, brakes, etc. 

Class 2 Repairs: Partial renewals of either the outside or inside finish, repairs or renewals of platforms, trucks 
and brakes. 

Class 1 Repairs: Consists of rebuilding, renewal of either inside or outside finish, with new trucks, new plat¬ 
forms, etc. 

From the above table it appears that in 1916 practically all of the repairs made fell into the two lower classes, 
or were light and light medium repairs. In fact out of 189 cars repaired only six cars were given repairs heavier 
than class 3 and none were given class 1 or rebuilding repairs. 

In 1919, on the contrary, out of 147 cars repaired 68, or nearly 50 per cent were given the heavier class of re¬ 
pairs, 3 being rebuilt. 

In order to estimate the real total Work accomplished by the shop in each period, it is therefore, necessary to get 
a common denominator, or in other words to weight the number of cars repaired in each class by the relative amount 
of work constituting a job under that head. It should be pointed out that the jobs shown under light repairs are not 
necessarily all done on any single car given light repairs. Any one of them, or one or two of them together may 
constitute light repairs to the car. 

Through careful analysis of the jobs covered in these various class of repairs it appears that they bear the 
following relation to each other in terms of amount of work included assuming that light repairs equals 100. 

Light Repairs . 100% 

Class 3 Repairs. 592 

Class 2 Repairs. 728 

Class 1 Repairs.1240 

This is only offered as a very rough approximation. As in the case of locomotive repair work the amount of 
labor on any given class of repairs may vary within wide limits. But as the railroad has offered no weight at all, 
it is necessary to arrive at some such approximation in order to reduce data to anything comparable. Reduced to 
this common denominator of equivalent cars given light repairs, the amount of work accomplished in each year 
appears to have been about as follows: 


111 




















Equivalent Number 

Number Actually Relative Amount of Cars Given 
Repaired of Work Light Repairs. 


Light Repairs . 


1919 

70 

1916 

1919 

Class 3 Repairs... 


22 

100 

86 

22 

Class 2 Repairs. 


57 

592 

574 

337 

Class 1 Repairs. 


65 

728 

44 

473 


0 

3 

1240 

0 

37 

Total . 




704 

869 


Per cent Increase.. 23.4% 

Comparing these totals with the total man hours shown in the preceding table it appears that reduced to equiv¬ 
alent terms the Roanoke Passenger Car Shop expended 395 man hours per car repaired in 1916, whereas they ex¬ 
pended only 341 hours per car repaired in 1919, in other words the increase in efficiency per man hour amounted to 
over 13 per cent. 


CHANGED CONDITIONS INCREASE WORK PER CAR IN 1919. 

The changes which occur on railroads in a period of several years are bound to be so material as to render 
comparison over any such period difficult to control. The following changes which occurred on the Norfolk and West¬ 
ern Railroad between 1916 and 1920, tend to destroy the comparative value of data for the repair of passenger cars 
covering that period by increasing the amount of work involved in repairing a given car. 

Few steel cars were repaired on a piece work basis in 1916, due to the fact that the piece work schedule did not 
cover steel car work. The majority of the steel cars repaired in 1916 were given light repairs, while in 1919, the ma¬ 
jority of them were given heavy repairs. 

Changes in the structure of cars without a corresponding change in class would tend materially to increase the 
work necessary in giving certain repairs to these cars. Numerous changes of this nature occurred during the period 
covered. As an illustration: On a number of cars, among them those coming in the PD class, an end sill was changed 
from 7x8 to 8x10, which required the reframing of all center sills and Stringers as the, car was not made any longer. 
This also meant extra work on the floor draft timbers. The men on the job claim that this change meant approxi¬ 
mately 48 man hours additional work in 1919, as compared with 1916. Similarly during the years intervening 
between 1916 and 1919, the side sills were strengthened on a number of wooden cars by a stiffner run from body 
bolster to the body bolster on the other end. This stiffner was approximately 35 feet long and was the same size 
as the original sill. It was applied by bolts reaching through the side sill. When these cars returned to the shops 
for certain repairs in 1919, it would not only be necessary to tear out the reinforced piece but also to apply a new 
one. This would involve removing and reapplying siding. The additional work added to the repair job by this 
change is estimated by the employes to amount to approximately 10 hours. 

These are but signs of the steady change toward heavier equipment which as a general trend meant increased 
work per car. 


GENERAL. COMMENTS UPON TABLES SHOWING SPECIFIC OPERATIONS. 

In connection with the exhibit covering car repair work the Norfolk & Western includes a number of tables cover¬ 
ing specific jobs in shop and mill work. A glance at these tables reveals the fact that they are compiled in the 
same careless manner as those in which the cases were thrown together for machine work in the Locomotive Repair 
Department. In the majority of instances the same points which have been developed in connection with that exhibit, 
and in connection with the C. B. & Q. exhibit, would be found to apply with equal force. A few of the jobs, however, 
require more specific reference. In the case of many of the jobs cited, the failure of the railroad to make any refer¬ 
ence to the kind or size of the part covered would tend to invalidate conclusions drawn from the comparisons 
shown. This statement would apply particularly to the jobs connected with the framing of side sills, side planks, 
draft timbers and any other heavy parts of wood cars. 

For instance, in Exhibit 5, Chart 4, Sheet 12, the names of J. H. Isemaninger and W. L. Callahan appear as 
boring 75 Side sills in 6 hours in 1916. Same chart, same exhibit, H. C. Ferguson and a helper appears as boring 
40 side planks in 6 hours, in 1919, showing a decrease of 47 per cent. 

There are many different kinds of side sills, no two of them requiring the same time to bore. There are also 
many different kinds of side planks for different kinds of cars, no two of them requiring the same amount of time 
to bore nor were either of the side planks or side sills paid for at the same rate on piece work basis. Therefore, 
it would be very unreasonable to compare the boring of the side sills which in an average number of cases would be 
5x9, 38 feet long, and requiring 8 holes 9 inches long and 36 holes 5 inches long with a side plank wffiich is on the 
average about an inch and three quarters by 9 to 12, in either case requiring the same number of holes, approxi¬ 
mately 24 holes 1% inches long, to say nothing of the difference in weight in handling these two items, that is, the 
side sill and side plank. 

Again in the case cited, Exhibit 7, Chart 4, Sheet 12 in which W. H. Dillon appears as having mortised 100 draft 
timbers in 3 hours in 1916, as against the same number of draft timbers in 5 hours in 1919. There is no evidence to 
show that the railroad is not comparing very different jobs as between the two periods. There is a very great differ- 


112 











ence as between the draft timbers on various types of car. On a gondola draft timber there were only two mortises, 
one at each end, while on draft timbers for a 40-ton box car there were three mortises to be cut—one at one end 
ancl two at the other end. It would be unreasonable to compare in 1916, draft timbers mortised for gondola cars as 
against 100 draft timbers in 1919 mortised for box cars. This same criticism applies to such jobs as that cited in 
Exhibit 8, Chart 4, Sheet 4. 

In this exhibit of the Norfolk & Western we also find instances in which the time required by a skilled 
mechanic in the piece work period is compared with the time required by an inexperienced man during the time work 
period. As an instance of this, consider Exhibit 1, Chart 4, Sheet 10 in which the time of F. A. Wintermyer, uphols¬ 
terer, is compared with the time of C. H. Howell. Mr. Wintermyer was a mechanic, possibly the best in the shop. 
While Mr. Howell was an apprentice boy, whose time was not finished until October, 1919. Any such comparison is 
manifestly unfair. In connection with these upholstering jobs, it also appears that conditions have altered since 
1916. At present the man on the job must secure his material himself. In 1916 the majority of all engine seat ma¬ 
terial was cut and placed at the mechanic’s place by the apprentice boy and the apprentice would occasionally do 
part of the work, such as applying the last cover and the binding, for which the mechanic received a piece work 
price. There are other instances in the exhibit in which the conditions, surrounding the job, have materially altered. 


SEC. 6. FALLACY OF COMPARISONS SHOWN BY CHESAPEAKE & OHIO RAILROAD. 

In its piece work exhibit the Chesapeake & Ohio Railroad has presented a series of tables showing the time 
required to perform certain operations in its various shops during the piece work period and for the same item during 
the day work period. By careful selection the Chesapeake & Ohio has arranged tables in which the figures show a 
considerable increase in the average time required per piece in the period following the abolition of piece work. 
These tables are deceptive because the reader / is led to infer that each operation was done in a standard time in 
each period, of which standard time the instance shown is representative. This is not a fact. Few railroad shop 
jobs are in any sense standard in time required and instances might have been chosen which would lead to very 
different circumstances. 

As an instance the table showing the time required to manufacture various articles in the tin shop has been 
chosen. 'Two tables are reprinted below, showing the time taken to manufacture various articles at various times. 


THE CHESAPEAKE & OHIO RAILWAY COMPANY 

Comparative statement showing time required to manufacture various articles made on Shop Orders in Tin Shop, 
Huntington Shops, during months of March, April, May, June, July and August, 1917, on piece work basis, and time 
required to manufacture the same article during the same months of 1920 on hourly basis. 

Percent Percent 

1917 Piece Work 1920 Day Work of Inc. of Dec. 



Total 


Time Per 

Total 


Time 

Per 



of 1920 

of 1920 


No. of 

Total 

Piece 

No. of 

Total 

Piece 

Difference 

Over 

Over 

Article— 

Pieces 

Hours 

Hrs. Min. 

Pieces 

Hours 

Hrs. 

Min. 

Hrs. 

Min. 

1917 

1917 

Engine torch . 


641 

12 

1800 

412 


14 


2 

16.6 


Caboose wall lamp brackets. 

.. 850 

222 

16 

760 

240 

.. 

19 


3 

18.7 


Station water coolers. 

.. 41 

149 

3 38 

7 

22 

O 

O 

9 


29 

... 

13.3 

Tank spout . 

.. 80 

302 y 2 

3 47 

22 

100 

4 

32 


45 

19.8 


Shop torch . 

..1100 

2151/a 

.. 12 

200 

43 


13 


1 

8.3 


Caboose stove pipe.. 

.. 86 

isy 2 

13 

33 

10 

.. 

18 


5 

38.5 


Caboose water cooler. 


149 

57 

45 

52 

1 

9 


12 

21.0 


1 Gallon oil cans. 

..1710 

432 

15 

400 

125% 

. . 

19 


4 

26.6 


Water sprinkler . 

. . 12 

15 

1 15 

125 

176y 2 

1 

25 


10 

13.3 


7 in. Smoke jackets. 

.. 94 

52 

33 

96 

85 


53 


20 

60.6 


Squirt oil cans. 

.. 900 

158 

11 

350 

66 


11 





iy 2 Gallon cans. 


382 

17 

700 

236 

.. 

20 


3 

17.6 


Tin dipper . 

.. 461 

70i/o 

9 

150 

33 


13 


4 

44.3 


Water buckets . 

..1000 

234 

14 

150 

44 


18 


4 

28.5 


Road torch . 

..1150 

21114 

11 

200 

45 

.. 

14 


3 

27.3 


Wash pans . 

.. 98 

30 

18 

100 

46 


28 


10 

55.5 


y 2 Gallon oil cans. 

..1450 

296i/ 2 

12 

800 

1041/4 


15 


3 

25.0 


2 Gallon oil cans. 

..1300 

3571/2 

16 

500 

187 


22 


6 

37.5 


Caboose wash basin. 

.. 110 

79 

43 

10 

11 

1 

6 


23 

53.5 


Long spout filling buckets.. 

.. 21 

36 

1 42 

12 

23 

1 

55 


13 

12.7 


Tin cups . 

..1850 

1141/2 

37 

1475 

IO81/2 


44 


7 

19.0 


Engine water coolers. 

.. 430 

523 

1 13 

260 

321 

1 

14 


1 

1.4 



Office Supt. Motive Power, Richmond. Va., November 11, 1920—t. 

113 






























THE CHESAPEAKE & OHIO RAILWAY COMPANY 


Comparative statement showing time required to manufacture various articles made on Shop Orders in Tin Shop, 
Huntington Shops, during 1917 and the first half of 1918 on piece work basis, and time required to manufacture the 
same articles at other times during the same period, again on a piece work basis. 

Total Per- 

Total Total Per Total Per Differ- cent 




No. of 

Total 

Piece 


No. of 

Total 

Piece 

ence. 

of In¬ 

Article— 

Date, 1918 

Pieces 

Hours 

Min. 

Date, 1918 

Pieces 

Hours 

Min. 

Min. 

crease 

Engine torches. 

.Jan. 9, 10, 11... 

. .100 

16 5/6 

10.1 

June 17, 18, 20. 

...100 

20 2/3 

12.4 

2.3 

22.8 


1917 










Water buckets . 

.Dec. 1, 3, 4, 5.... 

..100 

25 5/6 

15.5 

June 25, 26, 28, 29.. 

...100 

28 3/4 

17.3 

1.8 

11.6 


1918 










Tin wash basins.Feb. 20, 21. 

.. 50 

12 5/12 

14.8 

June 22, 23, 24, 25... 

...50 

15 1/3 

18.4 

3.6 

24.3 


1917 




1917 






Shop torches .. 

.Jan. 5, 6, 8. 

. .100 

16 1/2 

9.9 

Feb. 16, 17, 19. 

...100 

19 1/6 

11.5 

1.6 

36.1 

Road torches .. 

.Jan. 8, 9, 10. 

..100 

15 

9.0 

March 23, 24, 26, 27. 

...100 

16 1/6 

9.7 

.7 

07.8 

Squirt cans .... 

.Dec. 6, 7. 

.. 60 

8 2/3 

8.6 

Sept. 1, 4, 5. 

...100 

16 2/3 

10.0 

1.4 

16.2 

Tin cups . 

.March 5, 6, 7, 8.. 

..300 

211/12 

4.2 

Aug. 8, 9, 10. 

...200 

15 7/12 

4.7 

.5 

11.9 

y 2 Gal. oil cans. 

.Oct. 16, 17, 18, 19 

. .100 

26 1/4 

15.8 

June 1, 4, 5, 6. 

...100 

27 3/4 

16.7 

.9 

05.7 

1 Gal. oil cans. 

.April 19, 20, 21.. 

..100 

22 

13.2 

July 6, 7, 9, 10. 

...100 

26 

15.6 

2.4 

18.2 

1% Gal. oil cans 

.Dec. 18, 19, 20, 21 

..100 

30 5/6 

18.5 

July 3, 5, 6, 7. 

...100 

33 1/6 

19.9 

1.4 

07.5 

2 Gal. oil cans.. 

.Aug. 1, 2, 3, 4... 

. .100 

27 

16.2 

July 2, 3, 5, 6. 

...100 

30 

18.0 

1.8 

11.1 

Caboose lamps . 

.Sept. 5, 6, 7. 

.. 75 

22 

17.6 

Jan. 26, 27. 

...25 

7 7/12 

18.2 

.6 

03.4 

8 Day lamps ... 

.Sept. 19, 20. 

.. 60 

10 2/3 

10.7 

June 19, 20. 

...50 

91/2 

11.4 

.7 

06.5 

Dope buckets .. 

.Nov. 19, 20, 21... 

. .100 

18 5/12 

11.0 

June 11, 13, 14. 

...75 

15 2/3 

12.5 

1.5 

13.6 

5 Gal. oil cans.. 

.Aug. 16, 17, 18... 

.. 25 

12 

28.8 

June 27, 28, 29. 

...20 

10 11/12 

32.8 

4.0 

13.8 





203.9 




229.1 


12.3 


It will be noted that the first of these tables shows an increase in the average time taken per piece of 14.4 
per cent. The second shows an increase in the average time required to complete a piece of 12.3 per cent. In other 
words the variation or increase in time is approximately the same in both instances. 

With this similarity between the two tables it will be interesting to note that the first is taken from the piece 
work exhibit of the Chesapeake & Ohio Railroad, where it was used to prove the decrease in shop output due to the 
abolition of piece work. The second table is taken from the actual shop record of a mechanic working in the shops 
of the same railroad. This last table would make just as good an argument in favor of the piece work contention 
were it not for the fact that all of the work shown was done during the piece work period and paid for on the 
piece work basis. 

In other words the variations shown in the tables compiled by the railroad are characteristic of this work whether 
done under piece work or under day work. Such tables could be made up by the dozen for the period before there 
was any question of abolishing piece work. By a judicious selection of items and instances the compiler of the table 
can prove his point, whatever it may be. But such proof is valueless, for it does not give a true impression of the 
trend of production, nor does it reflect the real conditions which govern efficiency. 

SEC. 7. OUTPUT OF LOCOMOTIVES, PENNSYLVANIA RAILROAD. 

The Pennsylvania Railroad presented in a single table data which purported to show a decrease in average earn¬ 
ings per hour, piece work check during 1917 and at the present time. From this it was argued that the man hours 
per locomotive of a given type and given class of repairs have increased as the result of the abolishment of piece 
work. This exhibit is, of course, open to all the criticisms contained in the foregoing pages with reference to the use 
of average piece work earnings as an index of time consumed in completing the job. Not only do earnings of this 
kind represent arbitrary additions to what a strict interpretation of the piece price book would afford, but also the 
addition of new employes without experience would tend to affect the general average. These criticisms will not be 
reiterated. Reference to this exhibit is made simply in order to call attention to two interesting facts in connection 
with the deduction made by the railroad. 

Note that the Fort Wayne figures show a decrease similar to that in the case of the other shops, and that the 
Harrisburg Locomotive Shops are omitted. The two statements quoted below show clearly that at these two points, 
at least, there was no reduction in output, but rather an increase following the abolition of piece work. 

The figures for Harrisburg are striking testimony to the willingness of mechanics to give the best possible service 
on the day work basis. Between 1916 and 1920 the number of man hours per locomotive were reduced from 8,000 to 
5,175. 

It is not contended that these figures are complete proof of an increase in production, for exact data as to the 

class of repair given and the type of locomotives repaired are not at hand. However, coupled with the remarks 

quoted from supervisory officials, these facts are at least as good proof of an increase in production per man hour 

as are any presented by the railroads proof of a decrease in shop output. 


114 






























The two statements follow: 


PENNSYLVANIA RAILROAD 


“Ft. Wayne, Ind., Feb. 4, 1920. 

To Whom It May Concern, 

Greeting: 

On January 5, at the close of our regular monthly meeting Master Mechanic P. V. McDonnell told the committee 
that he had something that he wanted to show us and said that it was too good to keep. He said that although we 
worked day work in 1919 the output per man hour was the greatest in the history of Ft. Wayne Shops and was 
better than any other shop on the system. He said that this was due to co-operation of the officials and the com¬ 
mittee. He said he could take the employes at the Ft. Wayne Shops and beat the tails off any other point of the system. 
He said he hoped he would have the same co-operation in 1920, if not better. He also stated that he hoped we would 
be able to do better and get better output in 1920 than in 1919. 


He then produced a blue print that gave or had a complete record of each department, showing the man hour, 
this blue print also had the amount of class two and class three repairs, Mr. McDonnell said that this was the only 
class of repairs that they could keep a record of actual man h.ours on. 

Mr. McDonnell said that the man hours was high in the months of August and September of 1919. and in his 
estimation was due to the fact that the men did not receive their increase in wages and the National Agreement. 

The committee finished their regular meeting at 5 P. M. and then was kept until 6:30 P. M. and paid the 
five hour call while Mr. McDonnell told us about 1919 output. 

Fraternally yours, 

O. L. MARKET, 

L. A. EINKER. 

E. F. LANEY, 

O. J. FARSON. 

A. G. F. COWETT, 

,T. A. BALL, 

G. A. SCHAFER, 

F. H. GAYLORD/’ 


“Harrisburg, Pa., March 14,, 1921. 


Total number of engines repaired per year, in the Erecting Shops, at Harrisburg, Pa., also total number of man 
hours and the average man hour per epgine. 


Year 

1916 

1917 

1918 

1919 

1920 


No. of Engine Total Man Hours 

.244 2,032,408 

.307 2,205,623 

.491 2,994,649 

.493 2,769,069 

.433 2,882,109 


Average Man Hr. Per Engine 
8329.5 Piece work. 

7184.2 Piece work. 

6088.2 Piece work. 

5616.4 Day work. 

5175.4 Day work. 


These figures were taken from the official records of the Pennsylvania Railroad Company in conjunction with the 
output for 1920. It was stated by the Master Mechanic, Mr. L. B. Jones, and the General Foreman, Mr. W. P. Bick- 
ley, that if the forces had not been reduced in November, 1920, there would have been an output of over 500 engines 
in the erecting shops, the work on these engines were all heavy class repairs, and included all classes of engines. It 
was also stated by the General Foreman that the finished material shipped and handled by our store department, had 
more than doubled, this material had all been finished at out shops. Showing that the production had been steadily 
increasing every year, since we have been on a day work basis. 

This statement was made in a conference we had in the Master Mechanic’s office in December, 1920. After we 
had our second reduction in forces and was made in the presence of the following members of the Local Advisory 
Board.” 


W. B. McNAIR. 
FRANK DRAKES. 
L. F. CLARK, 

O. M. BANATTA. 
N. M. JONES. 

G. R. OWENS. 





115 









PART 11 


PIECE WORK IN RAILROAD SHOPS 



V 


Part II. 

Piece Work in Railroad Shops 

SEC. 1. THE FUNDAMENTAL FALLACY: 

In the preceding pages it has been shown that the railroad exhibits presented in support of piece work have, 
as a matter of fact, no bearing upon the problem. The facts, therefore, are that the board and the public have no 
real data bearing on the problem before them. There is a very important issue involved in the controversy over 
piece -work, but the railroads by their wholesale charge of decreased efficiency and diminished shop output have en¬ 
deavored to becloud the real issue, to create a diversion. 

This has always been characteristic of piece work. It has lived a life of pretence. It has rarely come out into 
the open to face the issue which brought it into being. One of the most extraordinary facts about'piece work is the 
mystery which surrounds its specific application and the secrecy in which the schedules and records in which it is 
embodied have been shrouded. 

Piece work as a method of payment in railroad shops is embodied in large and complicated price schedules. 
These have not been presented to the Board. Without seeing these the Board can form little real idea of the nature 
of the system. Piece work involves the keeping of a large number of elaborate records concerning individual em¬ 
ployes and shop forces. None of these have been presented in support of the system. In short, the surprising 
thing is that the railroads, which control all the real records and data showing the nature of the system, have to 
date presented no concrete data concerning the system. 

The fact that large numbers of good mechanics are bitterly opposed to piece work means that the issue is far 
deeper than the mere question of the spur to effort. In it men recognize a moral issue. For this reason it is im¬ 
portant that the entire problem be studied quite apart from the controversy initiated by management to discredit the 
operation of the roads by the Government and the natural good-will of their employes. 

In the subsequent pages the employes have worked to make good the deficiencies of the railroad presentation. 
This part of the exhibit aims to present a true picture of piece work as applied to railroad shops, both car and loco¬ 
motive. Piece work records and schedules are presented and analyzed. Piece work assignments covering practi¬ 
cally all the work of railroad mechanics are analyzed under varying conditions. Each job is priced according to the 
piece work schedule applying to the point where the job is performed. In other words in this part of the exhibit the 
reader will see the railroad mechanic working under conditions characteristic of railroad shops, paid on the basis 
of piece work payment. 

The analysis shows two things. (1) The wrong involved in paying men on this basis, and (2) the wrong involved 
in using average hourly piece work earnings as an index of production. 


TWO POINTS OF VIEW TOWARD PIECE WORK. 

In the course of the hearings before the Railroad Labor Board two distinct points of view were expressed con¬ 
cerning piece work. One point of view is best summed up in the words with which the representative of manage¬ 
ment closed his presentation of the piece work data already discussed. In brief he said: 

“It does not require any figures to prove to any of us that the average man under normal conditions, day in 
and day out, will exert himself more in production if his work is rewarded in proportion to his efforts than he 
will if he receives a flat daily wage. An appeal to our common experience in itself ought to be sufficient proof 
that under a fair piece work schedule the overwhelming majority of workers will produce more than they will 
under a corresponding flat daily wage. It is too much to expect of the average man that he will exert himself 
beyond the efforts of the less efficient men when he realizes that no premium or consideration is given him in 
the form of wages for his additional skill or output.” 

The man who makes such a statement undoubtedly believes it to be a fair presentation of the matter from a rail¬ 
road point of view. In such belief he is the victim of an over-simplified formula which may be logically sound, but 
which gives a false sense of simplicity and directness to the system which he is eulogizing. In this he is merely 
assenting to one of the doctrines of modern industrial religion which it is assumed must have universal applicability. 

The phraseology with which piece payment is described and advocated gives it a sanction to the ear which is 
almost as much ethical as it is economic. “A proper incentive to increased effort” and “proper and adequate recogni¬ 
tion of greater skill or industry” seems to carry its own justification without further proof, as the representative 
of the railroad has said. 

If it were granted than any system which would do what the above statement implies would be desirable socially, 
still this would be very far from sanction to the application of piece payment to railroad shop work. Perhaps the 
trouble is that the conception of piece work is too Utopian for this complex wage-industrial system. Two great 
questions have been left wholly unanswered by the representatives of the railroads. These are: 

1. With the best intention can a fair piece work schedule be devised to cover the multiplicity of performance 
characteristic of the repair of railroad equipment By fair is implied one which is free from the possibility of arbi¬ 
trary interpretation. 


119 




2. Does piece work, as performed in railroad shops, actually reward an employe in proportion to his skill and 
effort? 

The representatives of railroads were wrong in their faith in the economy of piece work. Perhaps they are 
too Utapian in their faith in the possibility of realizing an ideal system. For this reason the point of view of a man 
who turns from theories and deal with facts, who has been for a number of years knee deep in the facts of the situa¬ 
tion presents an interesting contrast. Some of Mr. Frank McManamy’s* answers to questions as to the facts which 
led the Railroad Administration to abolish piece work, were as follows: 

“The principal fact was that in each case where we made an investigation it was found that payment did not 
correspond with work done. That is, there was paid for work that was not done/’ 

“We found another practice which was quite general, that is, if an employe working piece work struck an ex¬ 
ceptionally difficult job and failed for a certain period to make his average rate, or at least to make the day workers’ 
rate, he went to the foreman and said: ‘I failed to make the rate on that job,’ and in such cases it was the rule on 

some railroads to say: ‘Well, how much did you fall short?’ If it was driving rivets he would say: “I fell short so 

many rivets.” If it was putting on other parts he would tell the number of parts he fell short, and instructions 
would be issued there to the piece work checker to add that much to his time, so that the actual records show the 
piece work payments do not always correspond to the work done.” 

Question: Do you mean that it is possible under piece work for a man to secure payment for work not 
actually performed?” 

It has not only been possible but actually practiced on every road on which we made an investigation. 

Questioh: Are there frequent occasions in railroad shop work where any employe would, under piece work, 

receive far less than would correspond to the work which he has performed?. 

. 

Yes, there are occasions in railroad shop work, due to the difficulty of removal of parts and dismantling a 
locomotive, which are unforeseen and can not be foreseen, where if the employe received his actual piece work 
* rate he would receive less than he would earn for the same work on the day work rate, regardless of how 
diligently he might have worked. 

Mr. Jewell: The question is asked, Mr. McManamy, I think, more in an effort to elicit information as to 
the handicap or practical impossibility of establishing an adequate piece work price per unit on piece work, be¬ 
cause of the varying conditions of that work under repair conditions at piece rates. In other words, the addi¬ 
tional worker handicap that might be required, for instance, to remove or pull a piston head off one engine as 
against what would be involved on another. 

Mr. McManamy: That was what I have tried to cover in my statement, that there are unforeseen difficulties 
in the removal of parts which might come up, which would prevent a man from earning the hourly rate or any¬ 
where near, and that such difficulties in the repair of locomotives could not be foreseen, coud not be provided 
for in a schedule of piece work prices. / 

Mr. Forrester: Does that old true in the repair of cars? 

Mr. McManamy: It is equally true in the repair of cars. 

'v 

Question: Does this situation arise frequently enough so that even honest men may be forced by the ne¬ 
cessities of their families to check as done work not actually performed? 

Well, not during the Railroad Administration, because we gave a guarantee of the hourly rate, in lieu of 
an increase in the piece work rates, which we were strongly urged to make, not by the employes, but by the 
officials. We felt that a man should not have to bear the responsibility for all of the difficulties encountered in 
repairing locomotives and cars, and that therefore while under the piece work schedules then in existence most 
men were earning more than the hourly rate established by the Administration, we felt that in fairness to the 
men we ought to guarantee them against the loss due to unforeseen difficulties in performing their work, and 
we did so. 

1 might say that that was another act of the Railroad Administration that was not in accord with the rec¬ 
ommendations of the superintendents of motive power in regions where piece work was most practiced. They 
felt that no guarantee should be given. 

Mr. Jewell: Did that guarantee Mr. McManamy, in your opinion, have any tendency to reduce the normal 
output of the men? 

Mr. McManamy: In some cases claims were made that it did reduce the normal output of the men. Upon 
checking those claims, we found that the record did not correspond with the statement made. Of course, we 
could not check all shops and all railroads, not from the central organization, with an organization of consid¬ 
erably less than one hundred men, and I had in the field less than fifty or about fifty or sixty men, but we could 
check a great many points and did. 

% 

Question: Why is piece work unsatisfactory where jobs involve removal, replacement and repair? 

Mr. McManamy: My answer to that can only be that it is unsatisfactory because it is impossible to deter¬ 
mine in advance the time to be required on a particular job. In the fabricating of a new part where men work 


♦Mr. McManamy was with the U. S. Railroad Administration as Assistant Director, Division of Operation. 

120 



exclusively on that, the amount of time and effort required to complete a unit is substantially the same, but 
that does not apply under these conditions. 

Question: To what extent are such jobs in which piece work is unsatisfactory, characteristic of railroad 
shop work? 

Mr. McManamy: I would say that the answer to that question depends on viewpoint. To one side of this 
contention, why, piece work is not satisfactory and to the other it is. If we refer to the uncertainty to which 
I have referred in connection with fixing a price for a job that no one can tell how much time or effort is going to 
be required to perform, then it would be unsatisfactory as a general proposition. 

These last statements stand out in striking contrast to the theoretical perfection, the sensitive reward for effort 
claimed by the protagonists to be the characteristic of piece work. They reveal the insincerity and even hypocrisy 
of the piece work pretensions. 


THE TRUE NATURE OF PIECE WORK. 

The subsequent pages of this exhibit consist of a study of piece work as applied to railroad shop work. The re¬ 
sults of this study are a picture which gives striking confirmation to the statements of Mr. McManamy quoted 
above. The piece work schedules analyzed are the results of many years of experience. The fact that they fail utterly 
to reward a man regularly for his skill and effort is a striking demonstration of the impossibility of fixing a price on a 
job when no one can tell the time and effort which will be needed to perform it. Such jobs are shown in the sub¬ 
sequent studies to be characteristic of railroad shop work. 

In the subsequent pages thorough analysis of railroad piece price schedules as applied to the actual daily routine 
of the railroad mechanic shows that this method of payment is false to the underlying justification advanced in its 
favor. It does not afford equitable and regular reward for skill and effort. It cannot do so, because, as will be 
shown, piece prices cannot be established for railroad shop work. The time for a job cannot be estimated in ad¬ 
vance. 

As a basis for just and reasonable wages, piece work becomes utterly impossible in railroad shops. Even be¬ 
fore the government took over the regulation of wages on a just and reasonable basis, passable earnings could only 
be assured on a piece work basis by a combination of arbitrary allowances and connived—at petty dishonesty—a 
cross between tipping and graft. 

It is this demoralizing factor in the system to which the employes of the railroad shops object. Hundreds of 
letters at hand put the chief emphasis upon this one factor. The system is inherently immoral because, from the 
start, it pretends to a virtue which it has not. The attempt to live up to that first untruth is the root of all the de¬ 
moralizing features which follow. 


THE ARBITRARY FACTOR IN RAILROAD PIECE PRICES. 

Piece work is an arbitrary method of payment in railroad shops. No amount of improvement can eliminate 
this arbitrary element. It arises from the basic impossibility of establishing piece prices for railroad shop work. It 
consists in the arbitrary setting of piece prices and the arbitrary interpretation of these prices when once set. 

For each department of rairoad shop work the piece price schedule must have thousands of items, because re¬ 
pair jobs are neither standard nor repetitive, and because of the enormous number of parts to be handled in a variety 
of ways. These prices must vary to respond to the conditions under which the work is performed, especially with 
reference to shop facilities. In other words it may be necessary to have a different schedule of 3000 or more items 
for different points on the same system. As already pointed out by Mr. McManamy, and as will be developed fully 
in this part of the exhibit, these prices cannot be set with any fixed relation to the time required to perform the work 
because this time cannot be forecast. 

It has always been claimed that the setting of piece prices is a technical and impersonal proposition. However, 
such technical determination involves the choice of a standard time for each job, and, as will be shown, standard time 
for these jobs is almost pure fiction. Obviously the 1000 or more standard times must make allowance for the time 
spent in going from job to job, in waiting for assignment, in getting materials and tools, in short for a hundred shop 
factors which change from day to day. 

A glance at the piece price schedules shown in the appendix will show the extent to which a few men must 
inevitably have the power to fix these prices on an arbitrary basis. The present piece price schedules are mute wit¬ 
nesses to the results of such arbitrary determination, particularly where in the majority of jobs covered the standard 
time is mere guesswork. It is obvious that negotiations of such numerous rates is out of the question, as would be 
the supervision of such a method of payment by any Wage Board. 

Railroad Piece price schedules must take account not only of the handling of individual parts, but also of the 
handling of these parts and the performance of jobs in a great variety of combinations. An assignment may cover 
simply the renewal of a bolt on one car or it m^y involve a combination of jobs requiring many days of work by two 
mechanics. In many instances each preceding job may modify the time required to perform other jobs which involve 
the same parts. The actual number of different jobs which may develop out of combinations of the single opera¬ 
tions is hard to estimate. And 'it should be emphasized tfiat the time required for a combination of jobs may differ 
considerably from the sum of times required for their separate performance. 


121 


Attention should also be called to the fact that their are many classes of cars each differing from the other in 
type, size and weight of parts. The Railroad Piece Price Schedule must take account of these. 

In the appendix will be found the New York Central Freight Car Schedule of Piece Prices for Lines West, as of 
1917, the Pennsylvania Piece Price Schedule for Freight Car Word, Lines East, and selected cards from the Penn¬ 
sylvania Piece Price Schedule for Locomotive Work at Altoona.* These, in themselves, are a picture of piece work 
in railroad shops. They should be studied with the statement of the representatives of management, to the effect 
that any employe could figure out his earnings, in mind. 

In subsequent pages a large number of car repair and locomotive repair assignments are described. An attempt 
to price these jobs on the basis of the schedules given in the Appendix will reveal the difficulty encountered by an em¬ 
ploye who attempts to figure his earnings on a given job. It will also show the difficulty involved in any attempt 
to determine whether given piece prices will afford just wages. It has been well said that piece work in railroad 
shops makes better bookkeepers than it does mechanics. 

This creates a situation in which it is almost impossible for the employes or the public to check the injustices 
involved in any given piece price schedule. Management can always show almost any time within wide limits on 
any job and can argue that failure to earn good average earnings is due to the inefficiency of the employe or em¬ 
ployes protesting. Examples of this have been shown in great abundance in the piece work exhibits of the railroads. 
Management has also, in its power of arbitrary interpretation, another method of checking criticism. Through 
allowing certain employes extra hours day work, or through allowing them to check in work not performed it can give 
a semblance of fairness to the average earnings of one group or of the whole group at one time and then compare 
this with other instances of more strict application of the piece prices, arguing that not the prices but the efforts 
of the men are at fault. Under such conditions the limit to arbitrary use of wage payment are shadowy, if they 
exist at all. 

As an example of the above, take the introduction of the New York Central Piece Price Book shown in the 
Appendix. As will be shown later, this price list is full of injustice. The employes objected strongly to its intro¬ 
duction, demanding the changing of many of the prices. To avoid stoppage of work it was withdrawn. A few 
modifications more apparent than real were made, and the book, still full of inequalities, was again applied. This 
time, however, specific instructions were given to the piece work checkers to allow the men whatever they claimed. 
In other words, the piece price schedule was not to be regularly enforced and the men were to be allowed satisfac¬ 
tory earnings. This condition, in which the piece price book had little if any reality, was maintained until protest had 
been disarmed, after which the piece work checkers were instructed to tighten up. In other words, a thoroughly bad 
schedule was manoeuvered into effect. 

The method adopted to secure the acceptance of this schedule reveals the real opportunity for arbitrary inter¬ 
pretation of the piece price schedule, so that in the complication of data which follows it is impossible to unravel true 
facts from appearance. Loose application of the price list may be applied to an entire shop, or to individual gangs, 
or to individual employes, it thus is potentially a basis for discrimination. The very inequalities of the piece price 
schedule are a basis for discrimination. Each supervisor and inspector becomes a potential channel for dis¬ 
crimination and favoritism. 

A PIECE PRICE SCHEDULE. 

No real conception of the problems involved in an attempt to secure just and reasonable wag^s in the rail¬ 
road shops under piece work is possible without a first hand examination of typical piece price schedules and an 
attempt, to follow their application to the concrete jobs done in the shops and yards. 

These piece price schedules include several thousand rates for freight car work and several thousand for 
locomotive work. The rates for the several thousand jobs covered vary between parts of the system, sometimes 
from point to point. 

Payment for practically every assignment to a car repair gang means the utilizing of many minute prices drawn 
from different parts of the schedule. Examples of this will be shown in subsequent sections. Here the only object 
will be to call attention to certain significant facts about the latest N. Y. C. piece price schedule for Lines West. 

In the first place reference to this schedule in the appendix will show that the majority of pieces are graduated 
to tenths of a cent, that a very considerable number are graduated to hundredths of a cent, and that several are 
graduated to thousandths of a cent. Any attempt to graduate the value of jobs in railroad shops to fractions of a 
cent is a hypocritical attempt to make it appear that prices can accurately cover this type of work. For it is an 
attempt to measure the average time required to perform these jobs down to seconds, tenths and even hundredths 
of a second. Where jobs come in infinite variety under varying conditions without any degree of repetition this is 
the presentation of an appearance which is given the lie by reality. 1 

A few illustrations will show how long experience with the making of piece price schedules inevitably ends up 
by trusting to the law of averages with a certain amount of arbitrary allowances thrown in to make the payments 
balance. 

Take for instance price A-3 of the schedule. The mechanic is to be paid $0,063 for lifting an apron into place 
on a flat or ballast car. Running rapidly through the book it will be noted that this same price covers a multitude 
of different jobs including the fitting of a small block filling between draft timbers (A-30), the renewal of filling 

♦See Appendices II, III and IV. 


122 



board at single door opening including removing sheathing when necessary and framing the board (A-55), the de¬ 
livery of a coupler and pocket to car or to storage (A-213), the removing and replacing of an end or side door (A-268), 
the complete making of a stock car end door made with rods (A-313), the gaining of flooring for each bolster rod 
strap saddle (A-364), the removing and replacing of the wear iron secured by rivets or wood screws to a box car 
side door (A-437), the use of a screw or journal jack, which means the forcing of parts back into place by power¬ 
ful gradual pressure (A-442), the application of patches including framing and gaining (A-551), the starting of a coal 
fire in a forge (A-717), the renewal of a sub end sill under posts and braces including fitting (A-855) and the 
removing and replacing of journal bearing and bearing key when necessary to jack up the truck on an empty car. 

The setting of this price for these various jobs implies an ability to establish their equality on the basis of effort 

down to fractions of a minute, which a mere glance at the jobs will shows to be impossible. In fact the variations 
in the time required to perform some of them will amount to minutes, not fractions of a minute. Interpreted in 
terms of an hourly rate of 40c, this means that each one of these jobs is supposed to require exactly 9 minutes 
and- 27 seconds for its performance. 

In turning through the pages of the schedule it appears that certain jobs are priced at .064 or just one-tenth 

of 1 cent more than those shown above. This means that this new group of jobs will take just 9 seconds longer 

to perform. Some of them are as follows: The removing and replacing of a bolt over 10 inches in length and 
less than 134" in diameter (A-96), the chipping by hand of the four corners of a coupler butt and the fitting of this 
to a cast steel pocket (A-214), the removing and replacing of any size cross key, under Hennessey draft gear (A-229), 
removing and replacing draft spring in Cardwell draft gear (A-246), removing and replacing draft channel iron 
extending to bolster, including applying fitting bolts and handling (A-432), removing and replacing a load of coke, 
coal or ballast to depth of top planks in order to apply tie rods on account of spread sides, per rod space (A-474), 
the removing and replacing of an old side post or of an end or side brace, includes handling only (A-660), the cut¬ 
ting and fitting of a cap splice to roof purlin (A-70O), and removing and replacing inverted body truss rod pass¬ 
ing through bolsters, buckle removed, per section or body truss rod secured to bolster and anchor irons, half or whole 
rod, rod only (A-724). 

As already pointed out, all these jobs and many others are assumed to be of such a nature that they can be 
equated on the basis of 9 minutes and 36 seconds. The mere recital shows how different are the jobs, some being 
considerably more complicated than others even under the best of conditions. For instance, in setting a price it 
would indeed require, an expert to say that it takes just 9 seconds longer on the average to remove and replace a 

load of coal in order to apply a tie rod than it does to build a fire in a forge, or that the hand chipping and fitting 

of four corners of a coupler butt can be compared down to man seconds with the using of a screw or journal jack 
to restore to position a part of the car by gradual pressure. And yet this fine comparison or differentiation is 
the basis for the apparent scientific accuracy of this piece work schedule. Thus another glance at the book will 
show that the job of replacing and making operative the side door of an auto, box or single deck stock car, when 
the door is off the track, is priced at $0,065, or just one-tenth of a cent above the last list of jobs cited, implying 
that the time required to perform this operation can be measured accurately enough to show just 9 seconds in excess 
of removing and replacing a draft spring in a Cardwell draft gear. 

These 9 second gradations might be shown in the case of many other rates. In this general level of prices a 
casual glance at the schedule shows jobs rated at $0,062, $0,063, or $0,064, $0,065, $0,066 and $0,067. The refine¬ 
ments to which this attempt to estimate prices is carried will be further shown by a glance at certain jobs which 

are priced at $0,032, which means that they would consume just one-half as much time as jobs priced at $0,064, 

that is to say, they would require 4 minutes and 43^4 seconds for this job. Such jobs include the delivery of bolt 
shears to and from tool room (A-109), the fitting of a Gilroy lock keeper to a new door including gaining the door 
(A-483), the fitting of an oak stringer for platform lateral running boards, including the cutting and boring (A-652), 
and the removing and replacing of a brake shaft (Class 1 car) or drop or hopper door winding shaft, includes han¬ 
dling only (A-813). It is obvious that these jobs performed on railroad repair tracks cannot be accurately meas¬ 
ured to the extent which a price so graduated presupposes. 

% 

The claim to be able to estimate the value of jobs down to fractions of a second, implicit in the New York Cen¬ 
tral piece prices, goes further than any of the rates shown. Reference to the schedule will show a large number 
of jobs which apparently can be timed so accurately that the railroad has priced them at exactly one-tenth of the 
value of certain of the jobs shown above as priced at $0,063. In other words, the following jobs are priced at 
$0.0063: Removing and replacing a tin cap joint strip on Chicago, Winslow or similar car roofs (A-122), the 
cutting of a gain for a bolt head (A-378), the laying out and boring by hand of a hole (3" to 4 l / 2 ") (A-414), the 
laying out and boring by air of a hole (4}4" to 8") (A-415), the sawing off of old lining or ceiling, per foot 
(A-463), the setting of nails through tin or canvas, including renailing, per linear foot of nailing plate (A-500), the 
removing and replacing or renewing of a foot of sub belt rail, including fitting (A-706), the renewal of door track 
filling strip, including fitting, per linear foot (A-983), the removing and replacing of a plastic roof paper strip 
(A-987), the removing and replacing of a coil spring with the bolster removed (A-1232), the removing and re¬ 
placing or renewing of a wall strip under galvanized iron lining (A-1626) and floor rack repaired, board cut loose 
and renailed, per nailing space, or bored cut to length and fitted (each) (A-1807). 

These jobs, it is implied, will require just one-tenth of the time of the average mechanic which is assumed to be 
normal for the first series of jobs cited, which include the gaining of flooring for bolster rod strap saddle and the 
starting of a coal fire in a forge. In other words these jobs can be timed to tenths of a second, the time required 
to perform them amounting to 56.7 seconds. Any acquaintance with these removal and replaced jobs on railroad 
repair tracks will demonstrate the impossibility of such accurate appraisal of jobs either individually or in relation 
to each other. And yet the New York Central avows the ability to differentiate between jobs to hundredths of 


123 


a cent, for another group of jobs are priced at $0.0064. This means that it takes nine-tenths of a second longer to 
remove a board, block or cleat used for temporary repairs or blocking loads, including removing nails (A-55) than 
it takes to remove and replace a wall strip under galvanized iron lining (A-1626). It means that it takes nine- 
tenths of a second longer to remove and replace or renew a spacing block between lining and flooring, and un¬ 
coupling lever casting block, a wedge shaped grain block between post and brace or similar blocks, including 
fitting (A-35), than it does to remove and renew a foot of sub-belt rail including fitting (A-706). The railroad 
can estimate the average time of the first mentioned job accurately at 57.6 seconds and of the second job at 56.7 
seconds. 

Similarly there are a series of jobs differentiated from each other by one one-hundredth of a cent, the prices 
running $0.0032, $0.0033, $0.0034, $0.0035, $0.0037 and $0.0038 (refer to Schedule Nos. A-1760, 810, 1120, 1149, 413, 
414, 459, 462, 495, 498, 697, 982, 1322, 1323, 1326, 1761, 1767, 1770). These jobs all presumably have been timed to 
such a degree of accuracy that the road is able to differentiate their average time as follows: 28.8 seconds, 29.7 sec¬ 
onds, 30.6 seconds, 31.5 seconds, 33.3 seconds and 34.2 seconds. The jobs timed at 33.4 seconds include the cutting 
of grooves or mortises which job is paid for by the cubic inch. Note that this means that at the end of a payroll 
period including an infinite variety of jobs from the renewal of a bolt or nut to the splicing of a sill the mechanic’s 
pay will be measured in part by the measuring of a mortise or groove per cubic inch. This is some indication of 
what might be termed the reductio ad absurdum to which the application of piece payment to railroad equipment 
repair leads. In contrast with this job the renewal of a linear foot of filling strip, including fitting, is supposed 
to require 31.5 seconds of the mechanic's time (A-982). Other jobs requiring this fraction of a minute are the 
patching of purlin or ridge pole, except when bolted, per linear foot (A-697), the driving of nails per linear foot 
of nailing pate (A-498) and the removing of lining or ceiling including removal of nails, per square foot. 

Even in the above cited instances, however, the full refinements of the system on the New York Central have 
not been reached. A few jobs are actually priced to one one-thousandth of a cent. Take for instance payment for 
sawing, which piece reduces to the measuring of square inches of sawing surface. This work is priced at $0.00063 
per square inch (A-1331). The work of sawing is, then, estimated per square inch, at one one-hundredth of the 
work connected with the removing and replacing of an end or side door (A-268). The time would then amount 
to 5.67 seconds. In this same category belongs the job of sizing with an adze, which is also paid by the square 
inch at the rate of $0.00013, indicating that the job can be timed to require 1.17 seconds. Also the job of cutting 
gains, which is paid for per square inch as follows: “allow cross-cutting for every 6" in width of gain $0.00063 
per square inch as per A-1331 referred to above and add chisel cutting bottom of gain’” per square inch $0.00043, 
time required 3.87 seconds (A-1325). 

This last instance might serve as a finishing touch, as the supreme triumph of rate making on the New York 
Central. A job which is paid for on the basis of a 3.87 seconds unit requires a sentence to describe the way in 
which the number of units paid for is to be determined. 

The possibility of negotiating such rates, or of submitting such rates to the determination of a tribunal re¬ 
quired to determine just and reasonable wages is sufficiently remote to require no further comment. 

EXAMPLES OF ARBITRARY PRICES. 

To establish a just and reasonable piece price schedule it is admittedly necessary that prices bear a regular 
relationship to the time required by an average conscientious mechanic to perform the work. This necessity was 
admitted by Mr. Thill, representing the New York Central Railroad, in answer to a question put by Mr. Wharton 
of the Board as to the method of establishing piece prices per unit. He said: “Well, the schedule was a v time 
study. It was made from a time study, as I understand. (Proceedings, page 1677.) On page 1678 of the Pro¬ 
ceedings he reiterates the statement that these prices were established on the basis of time studies. Under the pre¬ 
ceding head entitled “A Piece Price Schedule” some of the intricacies of the relationship between piece prices in 
the New York Central schedule and the time involved have been shown. From the foregoing analysis, it would 
appear that the New York Central Railroad claims the ability to time units of railroad shop work down to hun¬ 
dredths of a second. Here the aim is to go further with this analysis with a view to establishing the fact that 

in so complicated a schedule the arbitrary setting of rates is resorted to without regard to the time required to 
perform the work even under unvarying conditions. 

As an instance refer to New York Central Schedule Nos. A-72 and A-73. No. A-72 sets a price of $0,008 per 
linear foot for removing and replacing 15 feet or less of longitudinal running board when screwed. This price is 
not to be allowed when more than 15 feet have been renewed. If more than 15 feet are renewed, Schedule A-73 
is applied, which pays $0.0064 per linear foot for the work. In case it is necessary to remove 18 feet of running 
board a situation will arise as a result of the application of this schedule in which the mechanic will receive 
less for removing 18 feet than he would receive for removing 15 feet of longitudinal running board. In other words, 
applying Schedule No. A-72 to 15 feet the mechanic would be paid $0.12, whereas applying Schedule No. A-73 to 
18 feet, the mechanic would receive only $0.11^. This shows one of the anamolous results of an attempt to estab¬ 
lish prices which will cover units of railroad shop work. 

The renewal of longitudinal running board affords another example of the failure of this piece work schedule 
to bear any regular relationship to the time required by the mechanic to perform operations. There are 111 
linear feet of longitudinal running board on a 36 foot N. Y. C. box car. On the basis of Schedule No. A-73 me¬ 
chanic would receive $0.7104 for renewing the entire longitudinal running board on this type of box car. The re¬ 

moving and replacing of this longitudinal running board involves the removing and replacing of at least 140 screws 


124 


as follows: Six screws each in 18 saddles, 4 each in 2 extension blocks, 2 each in 6 extra joints and at least 12 
in lateral running board platform stringers. According to Schedule A-809 the removing and replacing of screws 
through wood is paid for at the rate of $0.0063 per screw. If then the mechanic were paid for the job of renew¬ 
ing the running board simply on the basis of the screws which he must remove and replace, he would receive for 
the job $0,882, or more than 24 per cent in excess of what he will actually receive according to Schedule No. A-73. 
A piece work inspector was not allowed to pay a mechanic for the renewal of the entire longitudinal running 
board on the basis of the price per screw. Such a situation as this shows the complications which will inevitably 
arise in an attempt to adjust the various unit piece prices to the thousands of incomparable jobs which charac¬ 
terize railroad shop work. 

As another instance of the evident impossibility of actually adapting piece prices to the time required to per¬ 
form railroad shop work, refer to Schedule No. A-135, which reads as follows: “Carline, roof, old wooden carline 
replaced when shifted and roof and purlins have not been removed, includes all shoring or jacking and renailing 

and blocking carline, price including all work $0,046.” According to Schedule Nos. A-441, A-836 and A-52, for ex¬ 

actly the same amount of work the mechanic would have received $0,092 or exactly twice as much. These sched¬ 
ule numbers cover the use of a body jack at $0.05, the fitting, applying and removing of a shore at $0,024, and the 

fitting and applying of the necessary board or cleat for temporary repairs at $0,018. 

Obviously long experience in the making of piece price schedules does not enable experts to avoid arbitrary 
setting of piece prices without regular relation to the effort required of the mechanic. 

Another instance of the failure of this piece price schedule to bear a regular relationship to the effort which 
the mechanic must expend in order to accomplish jobs will be noted on reference to Schedules A-512 and A-513. 
Acccording to the first rate the machanic would be paid $0,037 for removing and replacing on a 3" bolt nuts \yi" or 
over. According to the second rate the mechanic would be paid the same price for simply applying 1 Yz" nuts not 
otherwise specified, one or two on the same bolt. To remove and replace a 1 nut requires two operations. It 
may be noted in passing that the most difficult fo these operations will probably be the removing of the nut. In 
case it is rusted or jammed, it will have to be cut off. To apply the nut on the other hand requires but one 
operation. At least twice as much time is required to carry out the two operations as is required simply to apply 
the nut and yet the price paid, according to the N. Y. C. schedule, is the same. 

As a further illustration of the inequalities which develop in any piece price schedule refer to No. A-705, ac¬ 
cording to which the mechanic is paid $0,016 per linear foot for renewing a solid belt rail, which includes cutting 
loose and renailing the posts and braces and framing by hand. In paying for this job the belt rail is figured 
as 9 feet long, making a total price of $0,144 for the job. Included in the operation covered by this price is the 
cutting of the following gains: 2 for end posts, 2 for end braces and 2 for corner posts. Referring to the price 
for cutting gains, Schedule No. A-377, it appears that the cutting of these gains would be paid for at the rate of 
$0,024 for each gain cut or a total of $0,144. The cutting loose and renailing of a solid belt rail to a post or brace 
is paid for at the rate of $0,024, according to Schedule No. A-708. As the job cited above includes cutting loose 
and renailing 2 end posts, 2 end braces and 2 corner posts, this would mean a total of $0,144. When added to the 
price for cutting 6 gains, this makes a total of $0,288 as covering payment for the actual work performed. Yet, 
as already pointed out, Schedule No. A-705 pays only half this amount, or $0,144, for the combination of operations. 
This shows that a relationship between these piece prices and the time required is at best rather insecure. 

In the case of another job, Schedule No. A-1172, the N. Y. C. pays the same price, $0.02, for the removing 
and applying of a solid truck bolster as it does for the removing and applying of a composite truck bolster. The 
price in each case includes handling. The handling of the solid wooden truck bolster means the handling of a 
single piece 11" x 12" x 7' 3". The handling of a composite truck bolster on the other hand means the handling 
of five pieces, 3 sections of wooden and 2 iron plates. It will require considerably longer to handle these five 
pieces and yet the price paid is the same. 

A striking instance of the inequalities which prevail in the relationship between N. Y. C. piece prices and the 
time required to perform the operation is to be found in* connection with work on a Bettendorf truck. Accord¬ 
ing to Schedule A-1300 the removing and replacing or renewing of a Bettendorf truck bolster is paid for at $0,955. 
As stated under this schedule number, the job includes removing and replacing one truck side, spring, spring plank, 
4 safety chains, 2 lever guides and 2 key bolts. If the mechanic; were paid for the actual work necessary to renew 
this truck bolster as outlined in the above statement from the schedule, he would be paid as follows: For the 
removing and applying^ of a steel truck bolster, Schedule No. A-1173, $0.16; for the removing and replacing of 1 
truck side, Schedule No. A-1300, $0.88; for the removing and replacing of 1 key bolt (other being included in the 
removing and replacing of the truck side), Schedule No. A-100, $0,027; for the removing and replacing of 2 lever 
guide bolts, Schedule No. A-93, $0,054, and for the removing and replacing 8 safety chain bolts, Schedule No. A-93, 
$0,216, or a total of $1,337. In other words, the piece price schedule shows a difference in the payment for exactly 
similar work amounting to the difference between $0,955 and $1,337. 

Two prices are given for the renewing of a Fox truck frame according to Schedule -1184. The first price is 
$1.48 and the second made to include the removing and replacing of side bearing bolts, when this is necessary, $1.59. 
The difference between the two prices is $0.11 and is supposed to cover the removing and replacing of these bolts. 
According to Schedule A-93 the removing and replacing of bolts of this size should be paid for at the rate of 
$0,027. In the case of this job there are 8 such bolts. In other words, in order to cover the additional work, the 
second price should be not $0.11 but $0,216 above the first price. As it stands it shows that there is little rela¬ 
tionship between the arbitrarily set prices and the time required to perform the jobs covered. 


125 


The above cited instances are among many which show the inability of a railroad with long piece work experi¬ 
ence to create a piece work schedule through which the mechanics will be uniformly paid for the effort required t6 
perform the work. It also shows the complications involved in any attempt to refine such piece work schedules 
with a view to removing the injustices involved, or, in other words, the unreasonable rates which they include. The 
establishment of thousands of rates covering even more jobs, many of them most minute operations with little 
repetition, must inevitably become an arbitrary performance, a means of retaining in the hands of management 
the autocratic control of payment to their employees and it must be remembered that in the above discussion the 
conditions under which these jobs are done have been assumed to be constant. As a matter of fact there is as 
much difference between time required to do the same job under different conditions as there is between many of 
the different jobs cited. In the later sections of this part of the exhibit it is intended to carry on this analysis 
with a view to showing that the impracticability already shown is raised to the nth power by conditions charac¬ 
teristic of railroad shop work. 

PIECE PRICES DO NOT PAY REGULAR REWARD FOR EFFORTS. 

In the hearing before the Railroad Labor Board of January 20, 1921, Mr. Walber, representing the railroads, 
admitted that a mechanic with the same skill and expending the same effort under piece work would not be re¬ 
warded for this skill and effort on a regular and equitable basis. He said: 

“Now, as I attempted to explain, Mr. Forrester, you will find that kind of an experience in all piece work 
systems, that fluctuation in the hourly rates, due, as I say, to the numbers of operations included in one unit 
price requiring variable lengths of time to perform each one of the operations, and as a man is assigned to the 

different jobs comprehended by the unit, the time he will devote to the individual operations will vary and have 

a corresponding effect on his hourly rate.” 

Air. Lee of the Baltimore and Ohio put the matter in epigramatic form as follows: 

“The Fluctuation—that is piece work.” 

In admitting this the representatives of management have admitted the fundamental inapplicability of piece work 
to repair work in railroad shops. They admit all that Mr. McManamy had to say. It is not adjusted and cannot 
be adjusted to pay for the work done, because the effort required cannot be estimated in advance. The real 
basis of the system is not as it pretends, the moral and economic fact that it rewards an employee exactly according 
to his desserts. On the contrary it is simply a device for keeping him on the nervous seat by arousing the anxiety 

latent in fluctuating earnings when a man is supporting a family. The system is a servile system in which a 

man’s regular earnings are not altogether dependent upon his efforts, but partly upon his success in securing a 
certain amount of extras slipped to him on the side. A little graft and a little tip and the fluctuating earnings 
may strike a little better average to the joy of the family involved. As Mr. McManamy said: 

“It depends on who we are thinking of as to whether honesty is the best policy. As a general rule, hon¬ 
esty is supposed to be the best policy in all conditions, but the man who can beat the checker to the greatest 
extent under piece work gets the biggest pay check. That may be true in other lines of work as well as in 
railroad shop work.” 

This fluctuation in earnings due to the fundamental sham of piece work is the rottenness at the root which 
spreads through the whole system. It is the demoralizing factor. In it the real issue between the employees 
and the management is involved. The employees know that a hypocritical system is demoralizing to themselves 
and to all who are in contact with it. They recognize that “stealing,” claiming pay for work not done, receiving 
hour work tips, are all the product of fluctuating earnings when a 20 per cent drop in any month means $30.00 
lopped off of $150.00 earnings which must support a family. By all odds the great majority of the hundreds of 
letters at hand protest against the restoration of piece work on this ground, that it demoralizes men in contact 
with it. 

On the other hand, although not recognized by all the protagonists of the system, the real explanation for the 
advocacy of the system rests in this same demoralizing feature. Fluctuation means ever present anxiety and in¬ 
cipient servility. The issue is clean cut. Shall railway employees be subjected to a system which induces ser¬ 
vility or shall they be allowed to continue as self-respecting citizens? 

This part of the exhibit, with its extensive analysis of piece work on the railroad, shows clearly that a man’s 
reward under piece work does not necessarily correspond with his skill and effort. As stated by Mr. Lee, repre¬ 
senting the Baltimore & Ohio Railroad, on January 20th, in answer to questions: 

Mr. Wharton: “Isn’t it possible for a man under piece work to work harder and earn less in some months 
or periods of time than it would be under others?” 

Mr. Lee: “It is possible, yes.” 

Mr. Wharton: “Isn’t that an every day occurrence?” 

Mr. Lee: “I would not say that.” 

Mr. Wharton: “I do not mean for one man, but isn’t it an every day occurrence in a shop where you 
have any number of men employed?” 


Mr. Lee: “Surely.” 


126 


The following table with its accompanying chart shows the fluctuation in average hourly earnings of a piece 
work gang, covering a period of something over two years. The gang was working on the basis of the Penn¬ 
sylvania Car Repair Schedule for Lines East. The men were paid semi-monthly and the variation is shown 
period by period. 

It should be noted that during 1917 the range of variation amounted to approximately 30 per cent of the aver¬ 
age earnings for the first payroll period, and that during 1918 the variation was even greater. The curve is a curve 
of anxiety, fluctuation in the sense of security and adequate maintenance for a family. In fact it is representative 
of th$ thousands of families affected by piece work. 

In the appendix will be found the basic data for th;s gang covering the year 1917. This should be examined 
for it shows how this fluctuation breeding anxiety is distributed from car to car. Even if the employee is enough 
of a bookkeeper to know what his average piece work earnings are each day, he cannot forecast what his earnings 
will be for a payroll period. 

Index of Actual Average Hourly Piece Work Earnings of One Piece Work Gang. Gang of Seven Men Remained 

Unchanged—1917-1919. 

(Average hourly earnings for first payroll period of 1917—48.7 cents—100.) Pennsylvania Railroad—Lines East 


Payroll Period Ending— Average Hourly 

January 15, 1917 . .487 

January 28 . .537 

February 15 . 485 

February 28 . .485 

March 15 . .545 

March 31 . .565 

April 14 . .603 

April 30 . .540 

May 15 . .490 

May 31 . .525 

June 15 . .513 

June 30 . .515 

July 14 . .493 

July 31 . .553 

August 15 . .580 

August 30 .•. .513 

September 14 . .630 

September 29 . .605 

October 15 .. .615 

October 31 . .605 

November 15 . .565 

November 29 . .550 

December 14 . .560 

December 31 . .537 

January 15, 1918 . .518 

January 31 . .355 

February 15 .. .510 

February 28 . .543 

March 15 ..... .630 

March 31 .%. .630 

April 15 . .513 

April 30 . .545 

May 15 . .563 

May 30 . .553 

June 15 . .545 

June 30 .. .525 

July 15 . .567 

July 31 . .535 

August 15 . .510 

August 30 . .530 

September 15 . .515 

September 31 . .440 

October 15 . .555 

October 31 . .613 

November 15 . .603 

November 30 . .495 

December 15 . .540 

December 31 . .613 

January 15, 1919 . .519 

127 


Earnings Index of Average Hourly Earnings 

100.0 

110.3 

99.6 

99.6 

111.9 

116.0 

123.8 

110.9 
100.6 

107.8 

103.1 

105.7 

101.2 

113.5 

119.1 

103.1 

129.3 

124.2 

126.3 

124.2 
116.0 

112.9 
115.0 

110.3 

106.3 

72.9 

104.7 

111.5 

129.3 

129.3 

105.3 

111.9 

108.7 

113.5 

111.9 

107.8 

116.4 

109.8 

104.7 

108.8 

105.7 
90.3 

113.9 

125.9 

123.8 

101.6 

110.9 

125.9 

106.6 




















































128 


X , 


i 


. PEASE COMPaNt. CHICAGO No. 
































































































































































































































































































































































































































































































































































































































































































































































































































































































The following tables show the fluctuation in earnings of four mechanics during the autumn months of 1917. 
These mechanics were working piece work in the Huntington, West Virginia, shops of the Chesapeake & Ohio Rail¬ 
way. Note that the average variation from month to month amounts to over 25 per cent and that in the instance 
of one of the mechanics the average hourly earnings as between one car and another vary from 10 cents up to $1.13. 

Such variations show the lack of regularity in the reward for effort given by piece work as applied to railroad 
shop work. It can be asserted with little fear of contradiction that piece work on the railroads means far less cor¬ 
respondence between payment and effort than does day work. Mr. Lee summed the whole matter up when he said: 

“The Fluctuation—that is Piece Work.” 


Statement Showing Cars on Which Work Was Done, Hours Worked, Amount Received and Average Hourly Earnings 

Made by H. D. Bowen. 


The Chesapeake and Ohio Railway Company. Huntington, W. Va., Feb. 14, 1921 









Monthly 







Av. Hrly. 

Av. Hrly. 

Date 

Initial 

Kind 

Number 

Number Hours 

Amount 

Earnings 

Earnings 

1917 








Sept. 22. 

.c&o 

Flat 

11584 





Sept. 29. 

.C&O 

HBG 

20278 

36.5 

$ 13.88 

$0.38 


Sept. 7. 

.c&o 

FBG 

31183 

82 

36.75 

.45 


Sept. 15. 

.c&o 

FBG 

31440 

17 

8.70 

.51 


Sept. 27 . 

.ACL 

Box 

24920 

1 

1.13 

1.13 


Total 




136.5 

$ 60.46 


.44 

Oct. 26. 

.C&O 

Flat 

80177 

1.5 

$0.59 

$0.39 


Oct. 20 . 

.C&O 

Flat 

80033 

. 




Oct. 13 . 

.C&O 

Stock 

10034 

32.5 

9.82 

.30 


Oct. 23. 

.C&O 

Flat 

80033 





Oct. 27. 

.GF&A 

Box 

572 

6 

.88 

.15 


Oct. 26. 

.L&N 

Box 

14046 

3 

.30 

.10 


Oct. 3.. 

.B&M 

Box 

64618 

15.5 

4.34 

.28 


Total 




58.5 

$ 15.93 


.27 

Nov. 30 . 

.C&O 

FBG 

12020 

45 

$ 15.21 

$0.34 


Nov. 13 . 

.C&O 

FBG 

13644 

33.5 

14.81 

.44 


Nov. 21 . 

.c&o 

Box 

4416 

25.5 

6.55 

.26 


Nov. 28. 

.C&O 

FBG 

14553 

38 

13.54 

.36 


Nov. 5 . 

.C&O 

Flat 

80177 

1 

.72 

.72 


Nov. 13 . 

.NC&StL 

Box 

15628 

2.75 

.30 

.11 


Nov. 12. 

.MoP 

Box 

27694 

.5 

.05 

.10 


Nov. 6... 

.MoP 

Box 

27694 

6 

1.18 

.19 


Nov. 5. 

.C&NW 

Box 

112802 

4.5 

.72 

.16 


Nov. 14. 


Box 

37795 

7.75 

1.37 

.18 


Nov. 16. 

.CC&O 

Box 

3675 

6 

1.30 

.22 


Total 



X 

170.5 

$ 55.75 


.33 

Dec. 6 . 

.C&O 

FBG 

32305 

42.5 

$ 21.56 

$0.51 


Dec. 26 . 

.C&O 

Camp 

1266 

4.5 

.73 

.16 


Dec. 18 .. 

.NC 

Box 

11694 

21.5 

4.04 

.19 


Dec. 28 . 

... .TP&W 

Box 

8037 

19.5 

3.53 

.18 


Dec. 26 . 

.PL 

Box 

552282 

34 

7.27 

.21 


Total 




122 

$ 37.13 


.30 


• 129 


Piece Work 




















































Statement Showing Cars on Which Work Was Done, Hours Worked, Amount Received and Average Hourly Earnings 

Made by J. R. Gillespie. 

The Chesapeake and Ohio Railway Company Huntington, W. Va., Feb. 14, 1921. 

Monthly 
Av. Hrly. Av. Hrly. 


Date 

Initial 

Kind 

Number 

Number Hours 

Amount 

Earnings 

Earnings 

1917 








Sept. 22 . 

.C&O 

Flat 

11584 

23 

$ 9.62 

$0.42 


Sept. 29. 

.C&O 

HBG 

20278 

47.5 

18.07 

.38 


Sept. 7. 

.C&O 

FBG 

31183 

71 

31.83 

.45 


Sept. 15. 

.C&O 

FBG 

31440 

56 

28.63 

.51 


Sept. 27. 

.ACL 

Box 

24920 

9 

1.17 

.13 


Total 




206.5 

$ 89.32 


.43 

Oct. 26. 

.C&O 

Flat 

80177 

26 

$ 10.22 

$0.39 


Oct. 20 . 

.C&O 

Flat 

80033 

39.5 

16.37 

.41 


Oct. 13 . 

.C&O 

Stock 

10034 

58 

17.53 

.30 


Oct. 23. 

.C&O 

Flat 

80033 

2 

.99 

.50 


Oct. 27. 

.GF&A 

Box 

572 

6.5 

.96 

.15 


Oct. 26. 

.L&N 

Box 

14046 

3 

.30 

.10 


Oct. 3.. 

.B&M 

Box 

64618 

23.5 

7.57 

.32 


Total 




158.5 

$ 53.94 


.34 

Nov. 30 . 

.C&O 

FBG 

12020 

45 

$ 15.20 

$0.34 


Nov. 13. 

.C&O 

FBG 

13644 

34.25 

15.14 

.44 


Nov. 21 . 

.C&O 

Box 

4416 

36 

9.24 

.26 


Nov. 28. 

.C&O 

FBG 

14553 

44.5 

15.81 

.36 


Nov. 5 . 

.C&O 

Flat 

80177 

1 

.72 

.72 


Nov. 13 . 

.NC&StL 

Box 

15628 

14 

1.53 

.11 


Nov. 12. 

.MoP 

Box 

27694 

.5 

.04 

.08 


Nov. 6. 

.MoP 

Box 

27694 

10 

1.98 

.20 


Nov. 5. 

.C&NW 

Box 

112802 

4.5 

.72 

.16 


Nov. 14. 


Box 

37795 

7.75 

1.38 

.18 


Nov. 16. 

.CC&O 

Box 

3675 

3.5 

.76 

.22 


Total 




210 

$ 62.52 


.30 

Dec. 18 . 

.C&O 

FBG 

32305 

42.5 

$ 21.56 

$0.51 


Dec. 26 . 

.C&O 

Camp 

1266 

10 

1.62 

.16 


Dec. 18 . 

.NC 

Box 

11694 

21.5 

4.03 

.19 


Dec. 28 . 

.TP&W 

Box 

8037 

19.5 

3.53 

.19 


Dec. 26 . 

.PL 

Box 

552282 

81.5 

17.41 

.21 


Total 




175 

$ 48.15 


.27 










































Statement Showing Cars on Which Work Was Done, Honrs Worked, Amount Received and Average Hourly Earnings 

Made by S. C. Alexander. 


The Chesapeake and Ohio Railway Company 


Date 

1917 

Initial 

Kind 

Number 

Sept. 5.. 

.c&o 

FBG 

28629 

Sept. 5.. 

.c&o 

FBG 

36906 

Sept. 8. 

.c&o 

HBG 

23566 

Sept. 15. 

.c&o 

FBG 

27626 

Sept. 18. 

.c&o 

FBG 

28204 

Sept. 24. 

.c&o 

HBG 

22173 

Sept. 25. 

.c&o 

HBG 

24400 

Sept. 26 .. 


FBG 

28250 


Total 


Oct. 1 .. 

.C&O 

FBG 

29197 

Oct. 1 . 

.C&O 

HBG 

22796 

Oct. 3 . 

.C&O 

HBG 

21818 

Oct. 4 ,. 

.C&O 

FBG 

26734 

Oct. 11 . 

.C&O 

HBG 

21642 

Oct. 12 . 

.C&O 

HBG 

57908 

Oct. 16 . 

.C&O 

HBG 

22631 

Oct. 17 . 

.C&O 

FBG 

37025 

Oct. 22 . 

.C&O 

FBG 

27189 


Totah 


Nov. 2 . 

.C&O 

HBG 

24887 

Nov. 13 . 

.C&O 

HBG 

54857 

Nov. 15 . 

.C&O 

HBG 

21178 

Nov. 17 . 

.C&O 

HBG 

50008 

Nov. 19 .•. 

.C&O 

HBG 

73448 

Nov. 20 . 

.C&O 

FBG 

26326 

Nov. 23 . 

.C&O 

HBG 

25780 

Nov. 24 . 

.C&O 

FBG 

27798 

Nov. 26 . 

.C&O 

HBG 

58864 

Nov. 27 . 

.C&O 

HBG 

57418 

Nov. 27 . 

.C&O 

FBG 

29295 

Nov. 10 . 

.RF&P 

HBG 

3490 


Total 


Dec. 5 . 

.C&O 

HBG 

25702 

Dec. 23 . 

.C&O 

HBG 

50964 

Dec. 19. 

.C&O 

FBG 

36186 

Dec. 21 . 

.C&O 

HBG 

22358 

Dec. 28 . 

.C&O 

HBG 

53592 


Total 





Huntington Shop, February 14, 1921 




Monthly 



Av. Hrly. 

Av. Hrly. 

Number Hours 

Amount 

Earnings 

Earnings 

8 

$ 3.72 

$0.46 


3 

1.32 

.44 


25.5 

11.96 

.47 


37 

23.77 

.64 


17 

8.06 

.48 


42 

16.49 

.39 


3 

1.18 

.39 


8.5 

6.60 

.78 


144 

$ 63.10 


.44 

2.5 

$ 0.61 

$0.24 


27 

12.42 

.46 


12 

5.97 

.50 


4 

1.27 

.32 


36.25 

20.52 

.57 


6.5 

2.75 

.42 


26 

11.22 

.43 


10 

5.98 

.60 

. 

21 

> 

13.27 

.63 


145-25 

$ 74.01 


.51 

38 

$ 25.16 

$0.66 


13 

5.84 

.45 


21.25 

11.01 

.52 


8.5 

4.35 

.51 


8 

4.49 

.56 


10.5 

3.87 

.37 


22 

11.15 

.51 


5.5 

1.48 

.27 


3 

1.49 

.50 


8 

3.55 

.44 


5.5 

2.99 

.54 


57 2/3 

30.98 

.54 


200.91 

$106.36 


.53 

17.5 

$ 8.32 

$0.48 


18 

9.01 

.50 


24 

11.49 

.48 


10.5 

4.91 

.47 


14.5 

i 

6.50 

.45 


84.5 

$ 40.23 


.48 


131 
















































Statement Showing Cars on Which Work Was Done, Hours Worked, Amount Received and Average Hourly Earnings 


Made by Frank Chapmen. 

The Chesapeake and Ohio Railway Company 


Date 

Initial 

Kind 

Number 

1917 

Sept. 4. 

.C&O 

HBG 

70157 

Sept. 15. 

.C&O 

HBG 

51905 

Sept. 19. 

.C&O 

HBG 

41170 

Sept. 24. 

.C&O 

FBG 

36789 

Sept. 15 . 


FBG 

183123 


» Total 


Oct. 6 . 

.C&O 

HBG 

21647 

Oct. 15 . 

.C&O 

HBG 

22575 

Oct. 17 . 

.C&O 

FBG 

34511 

Oct. 18 . 

.C&O 

HBG 

51536 

Oct. 25 . 

.C&O 

FBG 

27600 

Oct. 31 . 

.C&O 

HBG 

74874 

Total 




Nov. 1 . 

_C&O 

HBG 

74874 

Nov. 1 . 

.C&O 

HBG 

25356 

Nov. 7 . .*. 

.C&O 

HBG 

25345 

Nov. 14 . 

.C&O 

HBG 

57230 

Nov. 15 . 

.C&O 

HBG 

22921 

Nov. 15 . 

.C&O 

FBG 

13395 

Nov. 16 . 

.C&O 

HBG 

55643 

Nov. 19 . 

.C&O 

HBG 

56179 

Nov. 19 . 

.C&O 

HBG 

72985 

Nov. 22 . 

.C&O 

FBG 

28194 

Nov. 23 . 

.C&O 

HBG 

73768 

Nov. 24 . 

.C&O 

FBG 

26495 

Nov. 30 . 

.C&O 

HBG 

21113 

Nov. 30 . 

.C&O 

HBG 

25245 

Nov. 30 . 

.C&O 

FBG 

27243 


Total 


Dec. 5 . 

.C&O 

HBG 

22949 

Dec. 13 . 

.C&O 

FBG 

33878 

Dec. 21 . 

.C&O 

HBG 

21958 

Dec. 28 . 

.C&O 

HBG 

23316 

Dec. 14 . 

.CH&D 

FBG 

30213 


f 


Total 


Huntington, W. Va., Feb. 14, 1921 




Av. Hrly. 

Monthly 
Av. Hrly. 

Number Hours 

Amount 

Earnings 

Earnings 

9 

$ 3.30 

$0-37 

t 

35.5 

17.69 

.50 


21 

9.53 

.45 


14 

6.31 

.45 


48 

24.32 

.50 


127.5 

$ 61.15 


.48 

32 

$ 15.21 

$0.47 


1 

.39 

-39 


15 

5.69 

.38 


7.75 

4.83 

.62 


33.25 

17.09 

.51 


40 

24.87 

.62 


129 

$ 68.08 


.53 

1.5 

$ 0.85 

$0.57 


6 

3-54 

.59 


36.25 

30.72 

.85 


8.5 

3.44 

.40 


19 

7.58 

.40 


4.5 

2.96 

.66 


7.5 

3.13 

.42 


2 

1.13 

.57 


1.5 

.33 

.22 


28.5 

13.14 

.46 


1 

.28 

.28 


15.5 

9.59 

.62 


15 

8.89 

.59 


3.75 

1.42 

.38 


2.25 

1.26 

.56 


152.75 

$ 78.26 


.51 

15.75 

$ 6.17 

$0.39 


8.5 

2.08 

.24 


40 

20.52 

.51 


11 

3.92 

.36 


7.5 

1.69 

.22 


82.75 

$ 34.38 


.41 


RESULTING DEMORALIZATION. 

As pointed out above, piece work does not live up to its pretensions- Its pretensions are therefore dishonest. 
The men are informed that piece work will pay them according to the effort which they put into work. They find 
that it does no such thing. They put in many hours of hard work and discover at the end that they have aver¬ 
aged 15 cents per hour. This means a distinct decrease in the average earnings of the payroll period. A 25 
per cent decrease in the earnings of an employee who is bringing up a family on $150 per month is a matter for 
deep anxiety. But the piece work checker lets him charge certain of his piece work hours to day work, although 
he did not actually do this work on that basis. Or if he is a machinist the checker allows him an extra cut, al¬ 
though he did not make the cut. The understanding is that he is to be paid according to a certain average hourly 
rate if he quietly accepts it. Gradually he comes to see that the management really does not believe that men 
can be paid by the piece in railroad shops, that piece work is merely a pretense. As he gains experience he dis¬ 
covers that by accepting the system without growling about what he sees, he need not be dependent upon the 
irregular rewards of the piece price schedule for the whole of his earnings. Another policy has the sanction of 
management. The investigations of the Railroad Administration brought this fact out, and Mr .McManamy ex¬ 
pressed the results of the investigation very clearly as follows: 


Question 9: “Are average hourly piece work earnings any true reflection of the output of an individual 
employe or group of employes? If not, state why not, with examples chosen from both locomotive and 
car shops.” 













































“It seems to me that that goes into the replies to the former questions; that is, if work is paid for 
that is not done, and our investigations conclusively proved that to be the case, then the hourly piece 
work earnings would not reflect the output. That was one of the difficulties in the piece work system and 
one of the objections to it. We found it to be the practice, for example, in the employment of new men for 
certain railroads to donate the services of this new man to piece work gangs for a period of anywhere 
from two weeks to a month. That is, we will say the service of three to five men is pooled, and those men 

divide in proportion according with an hourly rate established for each line of work. If a piece work gang 

is composed of three men, and it is necessary to change men frequently and put two new men with one skilled 
man, he will complain that he can not make his rate, and on some of the railroads they .said: ‘All right, we 
will pay those men on the hourly basis for a certain length of time and donate their services to the pool.’ 

“That is a practice which, so far as I know, started early in federal control and stopped as soon as we 

found out about it, because there was no corresponding reduction made in the piece work rates. In other 

words, the skilled man who was in the piece work pool was getting the benefit of the entire piece work rate for 
the three men, and the other two men were carried on the hourly rolls for two weeks or a month longer. That 
was another reason why I recommended the discontinuance of piece work. Such practices as that tended to 
increase the cost of production. 

“I think I have stated why. With respect to examples chosen from locomotive and car shops, I will make 
them brief and give some that can be clearly understood. • 

“In checking the locomotive repairs at one shop we found that the boilermakers had been paid for the re¬ 
moval, repair and application of 900 flues in a locomotive that only carried 202. 

“We found that in removing brackets supporting main reservoirs, that the number paid for did not cor¬ 
respond with the number actually applied and that this number was multiplied by two or three or four differ¬ 
ent numbers, and so with different articles. But such overcharges were so obvious that I could not and can 
not understand how they could occur without—well, I would say every official that was interested in the me¬ 
chanical department being familiar with it. 

“We found in other cases that flue blowers, rated at an hourly rate of twenty-five cents an hour, that 
the earnings of those men on the payroll were around two hundred and forty dollars a month. When those 
two things were brought to my attention, I immediately ordered an investigation, because they do not match 
up, and anybody who sees the two different rates should know it. 

“We made an investigation and found that the piece work rate for blowing flues on a locomotive of a cer¬ 
tain type was one dollar. A test made under my direction, at which the locomotive tender was separated and 
moved away from the locomotive so that there would be nothing to interfere with the prompt performance 
of the work, showed that if the flues were actually blown, as the requirements called for, the man earned 23 
cents an hour at the piece work rate. That was one of the cases I referred to a few moments ago, where a 
piece of waste was used to wipe the soot off the door ring, and a dollar was collected for blowing the flues 
of that locomotive, without anybody having been in the fire box, and we were suffering engine failures on that 
account. The average for that gang of flue blowers for a period of a month was $220 per month on a 25c 
hourly rate. 

“My position is that no man in railroad service in the mechanical department, either as foreman, mas¬ 
ter mechanic, timekeeper or anybody else, under whose eyes those earnings passed, could be ignorant of what 
was being performed. 

“In car shops we found where men were paid a certain piece work rate, say 45 cents for jacking up and 
doing certain work under the cars, their earnings showed on the payrolls to be excessive, and investigation 
showed that in such cases they were charging for car after car that was not jacked up and the work was not 
done. I 

“In another shop we found^and this is a condition that is not called forth by the question, but by fair¬ 
ness I am going tob ring it out—where the piece work rate was established ostensibly to increase the output. 
Now that is the purpose, and the only purpose, but we found that the men were fined by the local organiza¬ 
tion if their earnings exceeded 70 cents an hour, so that we were working up against a stone wall. We were 
paying 20 per cent or 25 per cent more with a view of increasing the output, yet the output was held down. 

“Those things existed to an extent on the different roads where investigations were made, that fully con¬ 
vinced me that piece work was an improper practice for work involving the removal, repair and replacement 
of parts. 

“We found that because the piece workers were not earning what was considered by the officials as a suffi¬ 
cient margin above the day workers’ earnings, that they overpaid them to avoid piece work being discontinued 
or to avoid dissatisfaction on the part of the men working piece work. Abuses of that kind were uncovered 
everywhere we made an investigation, and therefore we reached the conclusion that work would be more 

satisfactorily and harmoniously done at a less actual cost under day work than under piece work.” 

In connection with a specific case in locomotive repair Mr. McManamy said in part: 

“I have samples in my office of work that could not be checked that was of a character that would 

cause and did cause serious accidents, and piece work in that particular was discontinued for that reason. 


133 


. . . The fact developed that in this case the breakage of frames autogenously welded and the dropping of 

cylinders decreased after the piece work basis was discontinued.” 

Mr. Jewell: “Would you explain the character of work that was done on that .particular sample you have 
in your office, and which I have seen?” 

Mr McManamy: “I have several samples. I think the one you refer to is the sample of an autogenous 
weld cut out of a locomotive frame.” 

Mr. Jewell: “Yes.” 

Mr. McManamy: “When frames are welded, they are beveled and there is a certain portion of the ma¬ 
terial that must be filled in with new metal. That is a slow proposition when you are actually filling it in 
with welding material, and in order to facilitate the work and get a high rate of pay, they put in what was 
locally termed ‘chocolate drops.’ That is, it was a nut or a piece of material, various pieces of scrap and so 
on that were dropped in, and the welding filled up around it, resulting in a job that could not possibly hold, 
because there were whole sections of the frame that were not actually welded. The weld was only around th6 
outside. Cases of that kind became so numerous that the work was put on a different basis to remove the 
incentive.” 


Mr. Park: 
the country?” 


“Did they become so numerous in a particular road, or particular shop, or generally throughout 


Mr. McManamy: “The case I refer to was on a particular road, not generally throughout the country; 
but every investigation we made developed something of a similar character.” 

At hand is the record of repairs given to a Class H 9 s locomotive repaii 
vania System during April, 1918. This will serve as a further illustration of 
charged for. The driving box work, which was performed by four machini 
follows: 


Chart 1-K1 
Item 

1 . 

2 . 

11 . 

20 . 

22 . 

38 . 

Chart 1-K1 

4 . 

15 . 

17 . 

19 .. 

21 . 

1-Q3 

35 . 

36 . 

Chart l-Q-3 

35 ... 

36 . 

Chart 1-K2 
1 . 

3 . 

4 . 

7 . 

10 . 

11 . 

12 . 

15 . 

18 . 

19 . 

20 . 

27 . 

33 . 

Chart 1-K4 

7 . 

21 . 

29 . 


April 2, 1918. 
Number of 

Pieces Operation 

8 ‘ . 

8 . 

8 . 

48 . 

48 . 

24 . 

April 5, 1918. 

8 . 

8 . 

8 . 

8 . 

48 . 

8 . 

8 . 

April 12, 1918. 

8 . 

8 . 

April 15, 1918. 

2 . 

4 . 

8 . 

1 . 

12 . 

16 . 

16 . 

8 . 

8 . 

8 . 

8 . 

1 . 

8 . 

8 . 

8 . 

8 . 

134 


at a shop point 

on the Pennsyl- 

way in which work not done is 

and helper, was 

charged for as 


.512 $15,976 


5090 H9s. 

Price 


H9s 

Amount 

.045 

.360 

.24 

1.92 

.038 

.304 

.064 

3.072 

.025 

1.20 

.051 

1.224 $8,080 

.41 

3.28 

.053 

.424 

.127 

1.016 

.045 

.360 

.191 

9.168 

.152 

1.216 

.064 

.512 $15,976 

.152 

1.216 

.064 

.512 1,728 


5090 H9s 

.206 

.412 

.127 

.508 

.159 

1.272 

1.620 

1.620 

.038 

.456 

.127 

2.032 

.127 

2.032 

.191 

1.528 

.32 

2.56 

.05 

.40 

.161 

1.288 

.92 

.92 

.14 

1.12 16.148 

.733 

5.864 

.05 

.40 

.03 

.24 
































































Item 

32 . 

33 . 

34 . 

38 . 

39 . 

42 . 

43 .. 

Chart 2-K1 

10 . 

26 . 

32 . 

33 . 

Chart 1-Q4 

24 . 

25 . 

Chart 
Line 

1 . 


SJieet No. 10 


tion and is rarely ever done. In this instance it was not done. 


Number of 

Price 



Pieces 

Operation H9s 

Amount 

8 

. .166 

1.328 


8 

. .106 

.848 


8 

. .05 

.40 


4 

. .025 

.10 


4 

. * .127 

.508 


‘ 8. 

. .064 

.512 


8 

. .06 

.48 

10.680 

8 

. .10 

80 


8 

. .064 

.512 


8 

. .03 

.24 


8 

. .025 

.20 

1.752 

8 

. .05 

.40 


1 

. .239 

.239 

.639 

4 

. .318 

■ 

1.272 

1.272 


< 

Total 

56.275 

covers the taking out of pedestal brace bolts. It is 

not a necessary 

opera- 


Items 21 and 22 cover the reaming of pedestal bolt holes and the recutting of threads in pedestal bolts It 
necessarily follows that if the bolts were not removed under item 20 it would be unnecessary to perform these 
operations. 


Similarly the jobs covered by item 4, Chart 1-K2, and by item 33 Chest 1-K1 were not done although charged. 
These cover the fitting of liners in bolt slots and the fitting and squaring of spring saddles to top of driving boxes. 

The amount charged to this job for work not performed totaled $15.56 or approximately 28 per cent of the whole 
amount. The reason for making the above charges under piece work was to cover the large amount of lost motion 
in the performance of the actual work, such as waiting for crane service, waiting for parts being machined and 
hauling parts to and from the locomotive in the absence of adequate help. For these delays no regular charges 
could be made. 

As already pointed out again and again in the letters with reference to the Chicago, Burlington and Quincy 
Piece Work Exhibit, this charging for work not done is a recognized part of the piece work system on the rail¬ 
roads. It is recognized by management as well as by the employes. It is a method of frosting over the defects of 
the system as applied to railroad shop work. 

In the hundreds of letters which railroad mechanics all over the country have written the Railway Employes 
Department concerning piece work, the greatest emphasis is placed upon the demoralizing character of this method 
of payment. In the course of these letters they not only express their point of view, but cite concrete instances 
of the demoralization which has resulted. Some of the evidence which these letters contain is sampled in the 
following quotations: 

“Piece work has a natural tendency to create dishonesty among the men, as it gives them an inducement 
to cover up work in a great many cases, also to check in work that they do not perform by being in the 
good graces of the piece work checker. Proof of this lies in the fact that the men are watched by the checkers, 
both are watched by different foremen and the whole are watched by the traveling piece work inspectors who 
come unannounced for an inspection at any time.” 

C., B. & Q. R. R., Kansas City, Mo. 

“At one time the Company had a piece work checker employed that would borrow money from every piece 
worker that he could get to loan to him and would over-check their cars to pay the money back and did not 

pay it out of his salary as he should have done.” Big Four, Urbana, Ill. 

* 

“The piece work system was demoralizing, undermining the character of both the men and the checkers, 
and it developed into a struggle as to who could put something over on the other. As the checker had the 
schedule, he usually came out ahead. 

“I have known of cases where the checker and the piece worker have combined to defraud the Company by 
overcharges; also of the checker borrowing money of the worker and not paying it back. Men would lie about 

work performed and steal material from the Company, and justify themselves by saying that they were getting 

back a patr of what the Company’s representatives had cheated them out of.” 

D. & H. R. R., Oneonta, N. Y. 

“I worked piece work from January 12, 1913, to the time it was abolished under federal control. I have 
seen it worked and know that it would make a dishonest man out of an honest man. It even made the checkers 


135 






























and foremen dishonest whenever you could find one that was a fair and square man. In proof of this I. wish 
to state that the price of applying wheels to coaches and Pullman cars was so low that the best men at this 
point would have to work five hours on same and get 57 cents for the five hours. The foreman and checker 
realizing this, have upon different times allowed three hours work on the job, but as we were then working ten 
hours this time could not be allowed for the week day and the time books were made out to show that^ we had 

worked on Sunday. The books pf this point will show the above to be true.” 

M. C. It. R., Kalamazoo, Mich. 

“Piece work checkers are, as a rule, honest but they desire more money and can afford to shut their eyes 
or keep them on the sheet. Foremen, as a rule, are honest, but I, since my advent into the System, have been 
given good jobs by slipping Foreman Travis a cigar, price to a show, or telling him where he could get a drop 
of water—fire-water. I know of one man that got good jobs by keeping a bottle of wine in his lockers and 

Travis having a key to same. The good brother is dead, and God knows where Travis is, but I can make oath to 

the truth of the above statement.” 

M. K. T., Denison, Texas. 


“I have seen all kinds of material wasted and destroyed by piece workers and as a rule the average piece 
worker will throw away and destroy more material every day than his wages would be on a fair 1 hourly base. 
I have seen piece workers split out and throw away good sills, good corner posts, good end posts, in fact all 
posts of cars where they could put them in to advantage, and on the other hand I have also seen piece workers 
nail boards and racks over defective parts, such as needle beams, sills and other parts. This was done to beat 
the A. W. I. operations. A. W. I. means All Work Included. I have worked cars here as low as ten and eleven 
cents an hour. Under these conditions we were checked similar, that is, we were checked to some other car, 
not the car we were working; these, of course, would be cars off other roads.” 

* M. P. R. R., Fort Scott, Ivans. 

“From 1916, until piece work was abolished, would charge from two to five hours day work on jobs which 
we had worked on all piece work. Also that under the piece work system we performed at an average of from 15 
to 60 per cent more than was necessary.” 

N. Y. C. R. R., Albany, N. Y. 

“In turning Crank Pins you receive the same price for front and intermediate pins, intermediate crank 
pins being larger required a longer time and in order to fix up the price they gave us 7 per cent on all crank 
pins. Later on they abolished the 7 per cent on all pins except intermediate. When we fell down on our day 
rate we would go to our piece work inspector, Charles Magrum, and protest and he in turn would allow us a 
charge of work which w T e never performed in order to cover the deficiency.” 

N. Y. C. R. R., Depew, N. Y. 

These are but samples taken from a volume of lettersnd sworn statements emphasizing the fact that piece work 
demoralizes a railroad shop force from top to bottom. These quotations are included because with the great body 
of proof which is contained in the substantive part of the Exhibit they Serve to point to the fundamental wrong im¬ 
plicit in the system as the men see it. Their point of view is far more fundamental than is that of the men who are 
advocating the system, in fact, these quotations call attention to the inability of railroad management to under¬ 
stand the point of view which leads men to oppose a system through which they might secure higher earnings. 
Two brief quotations in which the men express themselves strongly will complete the picture. They write: 

“In the first place it is most an impossible thing for a man to be a Christian and work piece work.” 

C. B. & Q. R. R., Mymore, Neb. 

“If a man who works piece work should tell me that he is a Christian I will unqualifiedly call him a liar.” 

M. K. T. R. R., Denison, Texas. 

No one face to face with the facts will deny that a system which encourages such sanctioned departures from 
strict honesty is not calculated to develop the finer qualities of human association. As already pointed out, men 
who have worked under the system object to it chiefly on this ground. It is an objection which should be respected. 
No nation can afford to permit that men should be forced to work under such a system. 


PIECE WORK IN PRACTICE. 

In the balance of this part of the exhibit will be found a series of tables representing actual piece work assign¬ 
ments to mechanics of the car repair and locomotive repair forces. The w T ork as show T n is performed in the shops 
of the Pennsylvania, the New York Central and the Norfolk and Western Railroads. The time required to perform 
each job is given under favorable and under difficult conditions. The conditions shown are characteristic of rail¬ 
road shop work at the points indicated. In other words, taken as a whole, each series of tables follows the routine 


136 


of a mechanic engaged in the repair of railroad equipment, it is a picture of his life. The work is priced according 
to the price schedule in effect at the point in the period 1917-1918. 

This analysis is presented at considerable length in order to show fully the grounds upon which the conclusions 
stated in the preceding pages rest. Briefly these tables show the following facts: 

1. Piece work is bound to be fluctuating in so far as the earnings of the employes are concerned. 

#2. This fluctuation is not the result of changes in the skill or effort of the employe, but is the result of condi¬ 
tions over which he has no control. 

3. These conditions are characteristic of all railroad shop work in so far as it involves the removal, repair and 
replacing of parts. 

4. These conditions make it impossible to estimate in advance the time and effort required to perform a job. 

5. The impossibility of estimating the time required to perform a job in advance makes it impossible to estab¬ 
lish piece prices which will actually reward a man according to the skill and effort which he gives. 

6. Railroad Piece Price schedules pay men higher average earnings for jobs requiring less skill and effort and 
lower average earnings for jobs requiring more skill and effort. 

7. Railroad Piece Price schedules, the result of years of experience, do not fit railroad shop work, despite the 
extraordinary complication which they have achieved. 

8. Piece Work in railroad shops is, then, at root insincere. Its schedules are dressed up to give the employes 
and to the public a false sense of accuracy and a mistaken idea that they are sensitive registers of a man’s exact 
deserts. 









l v 


\ 


137 







SECTION 2 —ANALYSIS OF PIECE WORK AS A METHOD OF PAYMENT FOR FREIGHT CAR REPAIR—NEW 

YORK CENTRAL LINES WEST. 

The tables in this section, (Tables 1-23) represent actual assignments to gangs working in the Englewood re¬ 
pair yards of the New York Central Railroad. The possible variation in time necessary to perform each operation 
is shown. Each table is, in fact a double table; the left half of the table showing the time required under relatively 
favorable conditions, the right half showing the time required under less favorable circumstances. Neither figure 
represents an absolute standard. It has not been the object to show the time under perfect conditions which never 
occur, or to show the time under the very worst imaginable conditions. These conditions represent actual every 
day conditions at the Englewood Shops. As a matter of fact the time and the average hourly earnings shown are 
given merely to indicate the degree of variation in the conditions which influence the time which a gang must spend 
in doing work for which the price is fixed. If both times shown were halved or doubled the same criticism of the at¬ 
tempt to pay for car repair work by the piece would be involved. 

Each group of jobs is also priced according to the piece price schedule of the New York Central Lines West, 
effective at that point in 1917. The result of combining these prices with the corresponding time necessary to per¬ 
form the operations shows conclusively that prices are not in any real relationship to the length of time which a 
conscientious mechanic must spend on the job. As a matter of fact the pricing of these jobs shows the folly of the 
attempt to apply piece payment to this kind of work. The long list of small prices which vary from each other by 
mills and tenths of a mill by which a mechanic’s day’s or week’s work is evaluated are impossible on the face of 
them. 

According to the representations of the New York Central these prices are fixed in some relation to the time 
required to perform the work. Passing over the fact that the time for each operation is shown to vary widely as 
the result of conditions which are totally outside the control of the mechanics in question, it should be noted that 
prices graduated to tenths and even hundredths of a cent mean time graduated to tenths and hundredths of a 
minute. This is* manifestly absurd, and even more so when it is recognized that these jobs are neither repetitive 
nor standard as to conditions. \ 

The following summary table affords in condensed form a view of the facts shown more fully in the more ex¬ 
tended tables that follow. The extent of the variation in time required to perform operations covered by a stand¬ 
ard price should be noted. 


Tim© Required and Average Compensation. 
(New York Central Lines East) 

Summary Table. 


i 

Table No. JOB. 

I Coupler renewed ... 

Price. 

* 

Time Required. 

Unfavor- 

Favorable. able. 

Hrs. Min. Hrs. Min. 

1 40 3 33 

Average per Hour. 

Unfavor- 
Favorable. able. 

$0,463 $ 0.292 

II 

2 Center Sills spliced...... 

6.19 

15 


20 

42 

0.412 

0.299 

III 

Side Posts and Side Braces renewed.. ., 

.. 8.832 

25 

20 

35 

30 

0.394 

0.278 

IV 

Draft and Center Plate Bolts renewed. 

.. • 1.473 

3 

50 

5 

55 

0.388 

0.250 

V 

1 End Sill renewed and 2 Draft Sills spliced. 

.. 7.898 

20 

45 

28 

11 

0.380 

0.280 

VI 

End Sill renewed . 

.. 2.981 

6 


9 


0.497 

0.331 

VII 

2 Center Sills, 2 Draft Timbers, 1 end Sill and 1 









Buffer Block renewed .. ., 

.. 4 .6736 

11 

46 

15 

41 

0.408 

0.298 

VIII 

End Plate renewed.. 

. 2.554 

6 

23 

8 

36 

0.400 

0.300 

IX 

Center Sill renewed from below. 

. 11.482 

28 

51 

40 

52 

39.8 

0.201 

X 

2 Center Sills spliced and 2 Draft Timbers, 1 dead- 









wood, 1 end sill and 1 end sill plank renewed.. 

8.7656 

21 

56 

31 

24 

0.400 

0.279 

XI 

2 End Posts, 2 End Braces, 2 corner posts, 1 end 









plate, end lining and sheeting renewed. 

7.920 

19 

46 

25 

37 

0.401 

0.309 

XII 

2 Center Sill Splices ... 

5.430 

14 


20 


0.388 

0.271 

XIII 

Wooden roof and ends removed and X L A Roof 









and Steel Ends applied. Also steel under- 
frame applied . 

. 47.1262 

119 

18 

135 

51 

0.395 

0.347 


Certain of the conditions which result in time variations shown may be briefly summarized, as follows: 

In the case of the work shown in Table 1 a number of bolts must be removed. The nuts may be in good 
condition and spin off, or they may be rusted on to the bolts. The bolts may also be bent. Such conditions make 


♦The price for these operations differs slightly under diff erent circumstances. 


138 















it necessary to split the nuts with cold chisel and hammer and in cases to cut the heads off the bolts. This con¬ 
dition may be found to a greater or less degree in all the jobs subsequently described. According to the number of 
bolts and nuts and the extent to which they are rusted this will increase the time required. In certain instances 
the bolts are located in such a way that the mechanic must operate from a very cramped position in swinging his 
sledge to cut the nut or drive out the bolt. Rust will be found affecting other parts such as the turnbuckles in 
rods which must be removed. 

/ 

To a greater or less extent another variable factor shown in Table 1 will be found occurring everywhere 
throughout the analysis. This is the difficulty in finding or securing the use of jacks and other tools and in secur¬ 
ing supplies. The yards and shops are only equipped with a certain number of jacks, etc., and the mechanic must 
locate jacks, horses, blocks, etc., which are not in use. 

Another difficulty which characterizes certain other jobs is found in the job described in Table 1. As a result 
of the fact that Draft Timbers are slightly out of line it is difficult to slide the follower plates up into the draft 
castings. It may even be necessary to jack up the car body in order to use its weight to force the follower into 
place. 

In Table 2 there appears another difficulty frequently encountered. Timbers which have been framed at the 
mill are found to be incorrectly framed to fit the car to which they are to be applied. In certain instances such tim¬ 
bers must be returned to the mill for reframing. In other instances they must be reframed by hand, the mechanic 
boring holes and plugging up the misplaced holes. Frequently this condition is due to the fact that new timbers 
are made without a pattern, the old timbers being so badly broken that the mill work must be done from a rough 
sketch. 

in Table 3 another difficulty characteristic of the material as it comes to the mechanic is encountered. The 
sheathing when brought from the lumber shed may be warped, hence difficult to fit. 

As another instance of the kind of difficulty encountered take the situation described in Table 11 where after re¬ 
placing an end post it is necessary to use a jack in order to get the side lining back into position. 

These are but a few instances of the conditions and difficulties met with in various combinations which cause 
wide variation in time required to perform operations for which piece work price lists establish a fixed price. The 
tables from which they are extracted, taken as a whole, afford a real picture of the carman'working under piece work. 


RENEWAL OF COUPLER. 

Table 1 shows the effect of varying conditions upon the renewal of a coupler in the Englewood yards of the New 
York Central System. This job may be accomplished in 1 hour and 40 minutes if conditions are favorable. On the 
other hand as a result of conditions entirely apart from the skill or effort of the mechanics the job may require 3 
hours and 33 minutes. It should be understood that the hours given are man hours. The adverse conditions here 
include the rusting in of bolts and the wedging of various parts as a result of the handling of the car. 

The following figures show the pricing of this job under the two different conditions, based upon the N. Y. C. 
piece prices for lines West: 


Schedule No. ITEM. Price 

A-511 6 Pocket Strap Nuts renewed. $0,144 

A-511 6 Carry Iron Nuts renewed. 0.144 

A-245 2 Coupler Springs R. R. 0.26 

A-206 Handling Coupler ..... 0.16 

A-93 1 Pinlifter device, R. R. 0.033 


TOTAL COMPENSATION GOOD CONDITIONS .$0,741 


A-93 6 Pocket Strap Bolts renewed. $0,198 

A-96 6 Carry Iron Bolts renewed. 0.384 

A-206 Handling Coupler .••. 0.16 

A-245 Replacing Coupler Springs... 0.26 

A-93 1 Pinlifter device R. R. 0.033 


TOTAL COMPENSATION ADVERSE CONDITIONS .$1,035 


The failure of piece rates to reward a man for skill and effort appears in the fact that under favorable condi¬ 
tions the mechanics average 46.3 cents per hour, whereas under the more difficult conditions they average only 29.2 
cents. 


139 

















TABLE 1. 


Time required to renew one 5x7x8}& in. Coupler on 40 ft. Wood Box Car of 40 Ton Capacity. 

(Double Springs, Long Miner Draft Timbers, Wood End Sill.) 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Remove Pinlifter . device. 1 


Remove Six Pocket Strap Nuts. 8 

Remove Six Carry Iron Nuts. 8 


Drop Coupler and Put to One Side 


Replace Springs and Followers, bringing Coup¬ 
ler into position and raising with Jack... 1 




Six Pocket Strap Nuts applied. 8 

Six Carry Iron Nuts applied. 8 


Replace Pinlifter device. 1 

Total Time . 1 40 


N. Y. C. R. R. Englewood Shops. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Remove Pinlifter device. 

If necessary to split nut to remove, mechan¬ 
ic must hold sledge to it while partner cuts 
it as it is not held rigidly enough to cut 
easily. When this is necessary job requires.. 3 

Remove Six Pocket Strap Nuts and Six Carry 
Iron Nuts. 

It often is necessary to cut every nut men¬ 
tioned above on account of it being rusted. 

This usually makes the thread of the bolts un¬ 
fit for further use. This together with the 
fact that the bolts are often found bent makes 
it necessary to remove them. Sometimes it is 
necessary to cut off the heads of bolts that go 
through the deadwood block and drive them 
down. Generally there is little room to swing 
the hammer in cutting the strap bolts. All 


of this work requires. 1 

Drop Coupler and Put to One Side. 

Necessary to Chain coupler and jack car 
account follower wedged . • 16 


Replace Springs and Followers, bringing Coup¬ 
ler into position and raising with Jack. 

Often it is difficult to find a jack that is not 
being used by someone else. It often takes 
two men 15 minutes each to locate a jack. 

Whejn raising the coupler it is often found 
that the draft timbers are slightly out of line 
making it difficult to slide follower plates up 
into the draft casting. These fit so tight that 
it is often necessary to jack up the car body 
and let it down on jack that holds coupler in 
order to force springs and follower into place. 

All of this additional difficulty would increase 

the time on this part of the operation to. 1 30 

Applying Six Pocket Strap Nuts and Bolts and 
Six Carry Iron Nuts and Bolts. 

It is often necessary to go to the storeroom 
for the nuts and bolts, which, under the con¬ 
ditions described herein, it ^vas necessary to 


remove. Getting and applying these requires. 43 

Replace Pinlifter device. i 

Total Time . 3 33 


SPLICING CENTER SILLS. 

Table 2 affords a similar analysis of the job of applying Splices to the two center sills on the same end of a 
30 ton IV stock car. This operation includes the following work: jacking up the car and placing it on horses; 
slackening of the end sill; removing and replacing truck and body bolster; removing and replacing two draft tim¬ 
bers, coupler and attachments; cutting of two splices and the applying and bolting of the splice plank. In the 
course of this job such conditions as rust, broken or bent draft bolts, the necessity of having timbers reframed, 
lack of sufficient facilities, defective coupler, etc., may increase the time required from 15 hours to 20 hours and 42 
minutes. 


140 
















According'to the N. Y. C. Schedule for Lines West, this job would be priced as follows: 


A-918 1 Center Sill Splice first splice on end of car .$4.55 

A-918 1 Center Sill Splice second splice on end of car. 1.64 

TOTAL . $6.19 


Here again it is evident that the average hourly earnings of a gang will not reflect their skill and effort. More 
skill and effort may be required in the unfavorable conditions than in the favorable and yet the average hourly earn¬ 
ings will be only 29.9 cents as against 41.2 cents. 


TABLE 2 . 

Tim© Required to Splice 2 Center Sills on Same End of IV 30 Ton Stock Car. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-918 1 Center Sill Splice, first splice on end 
of car . 11 


A-919 Splice Center Sill, second splice on end 

of car . 3 33 


A-205 1 Coupler, 5x5x614 


12 


A-245 2 Pkt. Draft Springs 


15 


N. Y. C. Englewood Shops. 

UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-918 1 Center Sill Splice, first splice on end 
of car. 

When necessary to split 4 nuts on truss rods 
account of rusted, and also to split 4 nuts on 
bottom corner iron bolts and when draft bolts 
are broken and bent, making it difficult to re¬ 
move bolts from sills and timbers, and when 
necessary to split 12 body bolster nuts account 
rusted and thread spoiled. These conditions 
are encountered about two-thirds of the time 
and will require 2 additional hours. 13 

A 919 Splice Center Sill, second splice on end 
of car. 

Often necessary to return splice to mill for 
reframing, making a second handling of splice 
necessary. This will happen about one-third 
of the time and will require. 5 

A-205 1 Coupler 5x5x6 J4. 

When coupler is defective and necessary to 
replace with another one and when coupler is 
not on hand, making it necessary to go and 
get coupler, will take 30 minutes additional, 
for which the schedule pays nothing at this 
point ... 42 

A-245 2 Pkt. Draft Springs. 

When necessary to go to store platform for 
springs account of being short or broken, it 
will require an additional 45 minutes if car is 
on head end of tracks 1 to 5. 1 

Looking for Jacks and Horses to place un¬ 
der car when jacks and horses are being used 
by someone else, will require 1 hour additional 
time. This will be the case three-fourths of 
the time . 1 


Total Time . lb 


Total Time . 20 


42 


141 



















RENEWING SIDE POSTS. 


Table 3 directs attention to the job of renewing four side posts and four side braces on a N. Y. C. 40 ton box 
car at the Englewood Shops. The following prices according to which the job pays will give the best brief picture 
of the job inself. 


A-657 4 Side Posts renewed .@ $0,185 $0,740 

A-659 4 Side Braces renewed. @ 0.130 0.520 

A-822 4 ft. Sheathing first foot of patch.@ 0.175 0.700 

A-821 26 ft. Sheathing . @ 0.125 3.250 

A-93 44 Corner Band Bolts .@ 0.033 1.450 

A-93 4 Back Door Stop Bolts .@ 0.033 0.130 

A-93 6 Door Track Bolts .@ 0.033 0.198 

A-93 48 Ladder Iron Bolts ..@ 0.033 1.580 

A-93 8 End and Side Grab Iron Bolts. @ 0.033 0.264 


TOTAL .. $8,832 


Under favorable conditions this job would require about 25 hours and 20 minutes, affording average hourly 
earnings of 34.9 cents. But at least half the time other conditions are encountered which reduce the average earn¬ 
ings of the same gang working with the same skill and effort to 26.9 cents per hour. 


TABLE 3. 

Time Required to Renew Side Posts and Side Braces on 40 Ton Box Car. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

A-657 4 Side Posts Renewed. 1 50 


A-659 4 Side Braces Renewed. 1 15 


A-822 4 ft. Sheathing, first foot of patch- 1 45 


A-821 26 ft. Sheathing . 9 


A-93 54 Short Bolts Corner Band Door Stop 
and Door Track . 7 


A-93 56 Grab Iron and Ladder Iron Bolts... 4 30 


Total Time . 25 20 


N. Y. C. Englewood Shops. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-657 4 Side Posts Renewed. 

When rods are rusted in castings and neces¬ 
sary to shore and jack side plate and sill apart 
to allow post to enter castings and when neces¬ 
sary to cut off and gain out at top and bot¬ 
tom which is the case about three-fourths of 


the time will require 1 hour additional or. 2 50 

A-659 4 Side Braces Renewed. 

When necessary to gain out for castings will 
require 30 minutes additional . 1 45 


A-822 4 ft. Sheathing, first foot of patch. 

If job is on head end of tracks, farthest 
from the mill, it will take 30 minutes addi¬ 
tional or . 2 15 

A-821 26 ft. Sheathing. 

When necessary to carry this sheating from 
the lumber shed and some of the pieces are 
warped and hard to make fit, which is the 
case about one-half of the time, it will take 
2 hours additional . n 

A-93 54 Short Bolts Corner Band Door Stop 
and Door Track. 

Often nuts are rusted and bolts turn, which 
will require 2 hours additional. 9 

A-93 56 Grab Iron and Ladder Iron Bolts. 

When necessary to bend some of the grab 
irons to fit easier over the bolts, it often times 
will require 1 hour and 30 minutes additional. 6 

Total Time . 32 50 


142 
























LIGHT REPAIRS TO CAR UNDER LOAD. 

Table 4 shows the extent to which conditions may alter the time required to renew 4 body center plate bolts 
and 6 draft bolts on a loaded 40 ton box car. Here again the chief variable factor is the condition of the bolts, 
although one man hour additional may be necessary in hunting for the necessary facilities. This last difficulty is 
so characteristic of shop work that it must be reckoned with in connection with almost every job. 

This job would be paid for on the following basis: 


A-96 

4 Body Center Plate Bolts. 

.@ $0,064 

$0,256 

A-96 

6 Draft Bolts . 


0.064 

0.384 

A-150 

1 Car Raised . 

.@ 

0.800 

0.800 

A-93 

1 King Bolt . 

.@ 

0.033 

0.033 


TOTAL . 



$1,473 


As will be noted in the table the man hours required to perform the work may vary from 3 hours and 50 min¬ 
utes to 5 hours and 55 minutes, meaning to the same gang through conditions over which they have no control a 
variation in hourly earnings from 38.8 cents down to 25 cents. 


TABLE 4. 

Time Required to Renew Draft and Center Plate Bolts on Loaded 40 Ton Box Car. 

N. Y. C. Englewood Shops. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min. 


A-96 4 Body Center Plate Bolts 


45 


A-96 6 Draft Bolts 


1 


A-150 Car Raised Load 


A-93 1 King Bolt Removed and Replaced... 5 

Total Time .. 3 50 


A-96 4 Body Center Plate Bolts. 

In removing these bolts when same are 
rusted and necessary to split by hand and 
when bolts are bent, making them very diffi¬ 
cult to drift, it will require 45 minutes addi¬ 
tional . 1 30 

A-96 6 Draft Bolts. 

When draft bolts are rusted and necessary 
to split nuts, will take an additional 20 min¬ 
utes ... 1 26 

A-150 Car Raised Load. 

When car is on head end of track and when 
necessary to look for hand truck and after 
truck is found it is necessary to find jacks 
which may all be in use. This is the case 
about three-fourths of the time. Under such 
conditions it will require an additional hour.. 3 

A-93 1 King Bolt Removed and Replaced... 5 

Total Time . 5 55 


END SILL RENEWED AND TWO DRAFT SILLS SPLICED. 

Table 5 shows the effect of variable conditions upon the average hourly earnings of a gang engaged in the re¬ 
newal of an end sill and the splicing of two draft sills on the “A” end of a 40 ton box car. Mechanics are almost 
always faced with the rusted condition of metal parts and frequently with the incorrect framing of wooden parts. 
In the case shown in this table there is a variation in time required to complete the job amounting to 7 hours and 
25 minutes, or to more than 33 per cent of the time required with favorable conditions. This would mean a differ¬ 
ence of 10 cents in the average hourly earnings of the members of the gangs as a result of conditions over which 
they have no control, the earnings under favorable conditions averaging 38 cents per hour, while under unfavor¬ 
able conditions the average would drop to 28 cents per hour. 

According to the N. Y. C. price list for lines West the job would be paid for as follows: 


A-841 1 End Sill fitted “A” end.@ $0,245 $0,245 

A-843 1 End Sill removed and replaced “A” end.@ 0.425 0.425 

A-96 4 Dead Wood Bolts “A” end.@ 0.064 0.256 

A-96 4 Pinlifter Casting Bolts “A”.@ 0.064 0.256 

A-96 4 End Sill Grab Iron Bolts “A”’.@ 0.064 0.256 

A-918 1 Draft Sill Spliced “A” end.@ 4.820 4.820 

A-919 1 Draft Sill Spliced “A” end. @ 1.640 1.640 


TOTAL . $7,898 


The complications arising from this method of payment are brought out by the fact that if 2 draft timbers are 
renewed at the same time on the above operation there is no compensation with the exception of the renewed when 
down, the price of which is 24j4 cents. 


143 


























TABLE 5. 


Time Required to Renew 1 End Sill and to Splice 2 Draft Sills on 36 ft. Box Car of 40 Tons Capacity. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min. 


A-841 1 End Sill Fitted.. 39 

A.-S43 1 End Sill Removed and Replaced.... 1 10 


A-96 4 Deadvvood Bolts Removed and Re¬ 
placed . 40 

A-96 4 Pinlifter Casting Bolts Removed and 

Replaced . 38 

A-94 4 End Sill Grab Iron Bolts Removed 


and Replaced . 38 

A-918 1 Draft Sill Spliced. 12 41 

A-919 1 Draft Sill Spliced. 4 19 




Total Time . 20 45 


A-841 1 End Sill Fitted . 39 

A-843 1 End Sill Removed and Replaced 

Very often sill is incorrectly framed in mill 
and is necessary to return same to mill for 
reframing, making a second handling of sill 
necessary. This would require an additional 
hour and 10 minutes. 2 20 

To remove and replace End Sill it is neces¬ 
sary to remove and replace 4 Body Truss Rod 
Nuts which are invariably rusted and nuts 
have to be split by hand, taking an additional 

32 minutes . 32 

# 

A-96 4 Deadwood Bolts Removed and Re¬ 
placed. 

Bolts are very often rusted, making it 
necessary to split nuts by hand, taking an ad¬ 
ditional 24 minutes . 1 4 

A-96 4 Pinlifter Casting Bolts and 4 End Sill 
Grab Iron Bolts Removed and Replaced. 

Frequently bolts are rusted and turned, mak¬ 
ing it impossible to remove and replace same 
without cracking all nuts by hand, requiring 
in this case, an additional 16 minutes. 1 32 


A-918 1 Draft Sill Spliced and 

A-919 1 Draft Sill Spliced 

At most all points these splices are framed 
in the mill, and very often incorrectly framed, 
making it necessary to return to mill for re¬ 
framing, which takes an additional 3 hours. 
This would happen approximately one-fourth 
of the time . 20 

In connection with splicing these sills, it is 
necessary to remove and replace draft timbers 
and coupler. 

Draft bolts often broken and rusted and lug 
strap bolts also rusted, it being necessary to 
crack all nuts by hand, an additional hour... 1 

In replacing this coupler and pocket follow¬ 
ers fit so tight it becomes necessary to secure 
an additional jack which is placed beneath 
coupler pocket and body of car jacked down 
on same, taking advantage of weight of car 
body to force followers into position, requires 
30 minutes . 

In connection with the splicing of these sills 
it is necessary to remove and replace 2 car¬ 
rier Iron Bolts and remove and replace 4 nuts 
on the remaining Carrier Iron Bolts, which 


account rusted condition, takes additional.... 34 

Total Time . 28 11 


144 



















END SILL RENEWED. 


Table 6 shows the man hours required to renew the end sill on a 40 ton box car under different conditions. 
The adverse conditions in this case are bad framing, the bent condition of rods, rusted bolts and delay consequent 
upon being dependent upon another shop for certain parts. The difference in time amounts to 3 hours and the re¬ 
sulting variation in average hourly earnings to the gang is from 49.7 cents to 33.1 cents. 

According to the price list for N. Y. C. lines West the job would be paid for as follows: 


END SILL RENEWED “A” END. 


A-841 

1 

End Sill fitted . 


.. @ $0,245 

$0,245 

A-843 

1 

End Sill removed and replaced or renewed. 


... @ 

0.425 

0.425 

A-96 

2 

End Sill Bolts renewed. 


... @ 

0.064 

0.128 

A-96 

4 

Deadwood Bolts renewed... 


... @ 

0.064 

0.256 

A-96 

6 

Carrier Iron Bolts renewed. 


... @ 

0.064 

0.384 

A-96 

4 

Pinlifter Casting Bolts renewed. 


.. @ 

0.064 

0.256 

A-96 

4 

Push Pole Pkt. Bolts... 


... @ 

0.064 

0.256 

A-93 

4 

Push Pole Pkt. Bolts. 


... @ 

0.033 

0.132 

A-96 

4 

End Sill Grab Iron Bolts. 


... @ 

0.064 

0.256 

A-93 

12 

Corner Band Bolts.. 


... @ 

0.033 

0.396 

A-93 

3 

Pinlifter Clevis Bolts . 


... @ 

0.033 

0.099 

A-512 

4 

Truss Rod Nuts .... 


... @ 

0.037 

0.148 



TOTAL .... 




$2,981 


TABLE 6. 

Time Required to Renew End Sill on 36 ft. Box Car. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

A-841 End Sill Fitted. 30 


A-843 1 End Sill Removed and Replaced ... 1 30 


Removing and Replacing Corner Band, Pin- 
lifter and other bolts, and tightening up 
of all rods and replacing carrier iron, etc., 
requires . 


Total Time 


N. Y. C. Englewood Shops. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-841 End Sill Fitted. 

On account of End Sill being'framed wrong 
it may be necessary to return same to mill for 
boring additional holes and resizing mortices. 

In that case when sill is returned, mechanic 
must plug wrong holes. This will add 30 
minutes .. 1 

A-843 1 End Sill Removed and Replaced. 

If truss rods are bent and threads rusted, it 
will become necessary to split 4 Truss Rod 
Nuts and also 4 Deadwood Bolts. If carrier 
iron bolts are rusted and bent, these nuts must 
also be split. Difficulty in finding jacks may 
also be encountered. Such conditions will in¬ 
crease time to . 2 30 

Removing and Replacing Comer Band, Pin- 
lifter and other Bolts and Tightening up 
of all Rods and Replacing Carrier Irons, 
etc. 

On account of Carrier Iron, Corner Bands 
and Pinlifter being bent, these must be taken 
to blacksmith shop. In case they are not re¬ 


turned promptly, the job will take. 5 30 

Total Time . 9 


RENEWAL OF TWO CENTER SILLS, TWO DRAFT TIMBERS, ONE END SILL AND ONE BUFFER BLOCK. 

Table 7 shows the range of variation in a combination job on a N. Y. C. Rodger Ballast Car. Such usual ob¬ 
stacles as rusted bolts which must be cracked and badly framed timber are found here. In addition there is a new 


145 























factor which is interesting in that it reveals how the necessity of additional skill may actually cause a decrease in 
earnings per hour. The mechanic is forced to manipulate the full weight of the car in order to force tight fitting 
followers into position. 

According to the N. Y. C. lines West piece work schedule the job would be paid for on the following basis: 


A-145 

Car raised 1 end. 

... @$0.18 

$ 0.18 

A-93 

1 Top Brake Rod Key Bolt removed and replaced . 

... @ 

0.033 

0.033 

A-865 

2 Center Sills Handled 12 ft. 

... @ 

0.0053 

0.0636 

A-353 

6 ft. Flooring removed and replaced. 

... @ 

0.12 

0.72 

A-96 

10 Draft Timber Bolts removed and replaced . 

... @ 

0.064 

0.64 

A-93 

12 Lug Bolts removed and replaced. 


0.033 

0.396 

A-93 

6 Lug Strap Bolts removed and replaced . 

... @ 

0.033 

0.198 

A-1003 

2 Draft Timbers fitted . 

.. @ 

0.063 

0.126 

A-205 

1 Coupler and Pocket handled. 

.. @ 

0.085 

0.085 

A-245 

2 Draft Springs removed and replaced . 

... @ 

0.13 

0.26 

A-841 

1 End Sill renewed (fitting) . 


0.245 

0.245 

A-842 

1 End Sill removed and replaced. 

... @ 

0.105 

0.105 

A-96 

4 End Sill Grab Iron Bolts removed and replaced . 

... @ 

0.064 

0.256 

A-96 

4 Brake Stirrup Bolts removed and replaced .. 

@ 

0.064 

0.256 

A-812 

1 Brake Shaft removed and replaced. 

.. @ 

0.077 

0.077 

A-96 

4 Buffer Block Bolts removed and replaced . 

... @ 

0.064 

0.256 

A-96 

4 Operating Lever Casting bolts removed and replaced ... 

... @ 

0.064 

0.256 

A-518 

4 Body Truss and Nuts removed and replaced .. 

... @ 

0.037 

0.148 

A-457 

1 Imperial Operating Lever removed and replaced . 

... @ 

0.064 

0.128 

A-369 

10 Floor Sockets cut. 

... @ 

0.014 

0.140 


FAVORABLE CONDITIONS. 
Operations. 


TOTAL . $4.6736 

As shown in the table this price may cover 11 hours and 46 minutes work at an average rate of 40.75 cents per 
hour, or it may cover 15 hours and 41 minutes of work at an average rate of only 29.8 cents per hour. 

\ ' , 

TABLE 7. 

Time Required to Renew 2 Center Sills, 2 Draft Timbers, 1 End Sill and 1 Buffer Block on Rodger Ballast 3-A 

N. Y. C. Car. 

N. Y. C. Englewood Shops. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-145 Car Raised, 1 End. 

Very often it is difficult to secure jacks. 

This often takes 15 minutes or more addi¬ 
tional . 42 

A-93 1 Top Brake Rod Key Bolt Removed 

and Replaced . 5 

A-865 2 Center Sills Handled. 

When Center Sills are incorrectly framed, 
it is necessary to recut tenons and if Sill is 
too long it must be cut off. This will mean 30 
minutes additional work . 39 


A-145 Car Raised, 1 End. 


Hrs. Min. 


27 


A-93 1 Top Brake Rod Key Bolt Removed 

and Replaced . 


A-865 2 Center Sills Handled. 


A-353 6 ft. Flooring Removed and Replaced. 1 48 

A-96 10 Draft Timber Bolts Removed and 

Replaced . 1 36 


A-93 12 Lug Bolts Removed and Replaced.. 1 


A-93 6 Lug Strap Bolts Removed and Re¬ 
placed . 30 


A-353 6 ft. Flooring Removed and Replaced. 1 48 

A-96 10 Draft Timber Bolts Removed and 

Replaced. 

Very often on account of rusted condition of 
bolts it is necessary to crack all nuts by hand, 
taking for the operation. 2 6 


A-93 12 Lug Strap Bolts Removed and Re¬ 
placed. 

When necessary to crack nuts on these bolts 
it will take 15 minutes additional. 1 


A-93 6 Lug Strap Bolts Removed and Re¬ 

placed. 

When necessary to crack nuts on these bolts 
it will take 15 minutes additional. 


10 


45 


146 






































TABLE 7—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

A-1003 2 Draft Timbers Fitted. 19 

A-205 1 Coupler and Pocket Handled. 16 

A-245 2 Draft Springs and 4 Followers Re¬ 
moved and Replaced. 39 


i 


A-841 1 End Sill Fitted. 38 

A-842 1 End Sill Removed and Replaced.... 20 

A-96 4 End Sill Grab Iron Bolts Removed 

and Replaced . 37 

, i 

A-96 4 Brake Stirrup Bolts Removed and 

Replaced . 37 


A- 8.12 1 Brake Shaft Repaired, Removed and 

Replaced . 12 

A-96 4 Buffer Block Bolts Removed and Re¬ 
placed . 38 


A-96 4 Operating Casting Bolts Removed 

and Replaced . 38 

A-518 4 Body Truss Rod Nuts Removed and 

Replaced ... 22 


A-457 1 Imperial Operating Lever Removed 

and Replaced ... 15 

A-96 2 End Sill Split Bolts Removed and 

Replaced . 19 


A-369 10 Floor sockets cut. 21 

Total Time . 11 46 


UNFAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

A-1003 2 Draft Timbers Fitted. 19 

A-205 1 Coupler and Pocket Handled. 16 


A-245 2 Draft Springs and 4 Followers Re¬ 
moved and Replaced. 

Very often followers fit so tight that it is 
necessary to secure an additional jack to place 
under coupler pocket and to jack body of car 
down on jack under coupler pocket to take 
advantage of weight of car body to force fol¬ 
lowers into position. This takes at least 50 
minutes additional ... 1 29 

A-841 1 End Sill Fitted.. 38 

A-842 1 End Sill Removed and Replaced_ 20 

A-96 4 End Sill Grab Iron Bolts Removed 

and Replaced. 

Often Bolts are rusted and nuts have to be 
split by hand, taking 10 minutes additional.. 47 

A-96 4 Brake Stirrup Bolts Removed and 

Replaced. 

When necessary to crack nuts because they 
are rusted and the bolts turn, 10 minutes ad¬ 
ditional will be necessary . 47 

A-812 1 Brake Shaft Repaired, Removed and 

Replaced . 12 

A-96 4 Buffer Blocks, Bolts and 4 Operat¬ 

ing Casting Bolts Removed and Replaced. 

When necessary to crack nuts on account of 
rusted condition, it would take 20 minutes ad¬ 
ditional . 1 36 


A-518 4 Body Truss Rod Nuts Removed and 
Replaced. 

Invariably difficulty is encountered in re¬ 
moving nuts because of rusted condition; this 
would mean an additional 40 minutes at least 1 2 

A-457 1 Imperial Operating Lever Removed 

and Replaced . 15 

A-96 2 End Sill Split Bolts Removed and 

Replaced. 

When necessary to crack these nuts on ac¬ 
count of rusted condition, it would take 5 


minutes additional ... 24 

A-369 10 Floor sockets cut. 21 

Total Time . 15 41 


END PLATE RENEWED. 

Table 8 shows the variation in time required to renew an end plate on the “A” end of an ordinary box car. In 
this case there is another instance in which the more difficult work requiring more skill actually results in lower 
average earnings. 


147 




























According to the N. Y. C. piece prices for lines West the job would be paid for as follows: 


A-600 1 End Plate renewed . $0.32 $0.32 

A-721 2-Sill and Plate Rods removed and replaced . 0.125 0.25 

A-499 10 ft. Side Lining cut loose and renailed . 0.024 0.24 

A-499 4 Side Belt Rails cut loose and renailed . 0.024 0.096 

A-499 9 ft. End Sheathing cut loose and renailed . 0.024 0.216 

A-93 3 Saddle Bolts . 0.033 0.099 

A-93 1 Ridge Pole Casting Bolt. 0.064 0.064 

A-93 2 Run Board Bracket Bolts. 0.033 0.066 

A-93 24 Corner Band Bolts . 0.033 0.792 

A-499 4 Roof Purlines cut loose and renailed . 0.024 0.096 

A-337 19 ft. End Fascia renewed. 0.011 0.219 

A-72 12 ft. Run Board . 0.008 0.096 


TOTAL . $2,554 


The variation in time, due solely to conditions beyond the control of the mechanics is from 6 hours and 23 min¬ 
utes to 8 hours and 36 minutes and results in variation in average hourly earnings from 40 cents down to 30 cents 
per hour. 


TABLE 8 . 

Time Required to Renew End Plate on 36 ft. 40 Ton Wood Box Car. 

N. Y. C. Englewood Shops. 

FAVORABLE CONDITIONS. UNFAVORABLE 'CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min, 


1 End Plate Renewed. 48 

. i 


2 End Plates and End Sill Rods Removed and 

Replaced . 38 


24 Corner Band Bolts Removed and Replaced. 2 


10 Ft. Lining cut Loose and Renailed. 37 


End Sheathing cut loose and renailed, Side 
Belt rails cut lose and renailed, *3 Saddle 
Bolts, 1 Ridge Pole Casting Bolt, 2 Run 
Board Bracket Bolts removed and re¬ 
placed, 4 Roof Purlines cut loose and re¬ 
nailed and 12 ft. of Run Board and 19 ft. 


End Fascia removed and replaced. 2 20 

Total Time . 6 23 


1 End Plate Renewed. 

If necessary to remove end plate on account 
of being framed in mill and to return plate to 
mill for regaining and boring boles. 1 36 

2 End Plates and End Sill Rods Removed and 


Replaced. 

In case rods are bent and threads damaged, 
it requires . 50 

24 Corner Band Bolts Removed and Replaced. 

If Corner Band Bolts are rusted, it is neces¬ 
sary to split nuts, which requires. 3 

10 Ft. Lining cut loose and renailed. 

It is often necessary to jack this back into 
place which requires . 50 


End Sheathing cut lose and renailed, Side 
Belt rails cut lose and renailed, 3 Saddle 
Bolts, 1 Ridge Pole Casting Bolt, 2 Run 
Board Bracket Bolts removed and re¬ 
placed, 4 Roof Purlines cut loose and re- 
nailed and 12 ft. of Run Board and 19 ft. 


End Fascia removed and replaced. 2 20 

Total Time . 8 36 


CENTER SILL RENEWED FROM BELOW. 

Table 9 shows the influence of varying conditions upon the renewal of a center sill on a 40 ton wood box car 
from below. Here again the chief difficulty encountered is the necessity of cracking off nuts and in general dealing 
•with rusted iron parts. s 

According to the New York Central schedule of piece prices for lines West the job would be paid for as fol¬ 
lows: 


A-145 2 Ends of car raised ... @ $0.18 $0.36 

A-93 2 Top Brake Rod key bolts remove and replace . @ 0.033 0.066 


148 






























A-863 

1 

Center Sill renewed—36 ft. per ft. 

. @ 

0.014 

0.504 

A-82 

2 

Body Bolsters remove and replace . 

@ 

0.21 

0.42 

A-96 

32 

Body Bolster bolts remove and replace . 

, @ 

0.064 

2.048 

A-843 

1 

End Sill slackened. 

@ 

0.425 

0.425 

A-93 

8 

Corner Band Bolts remove and replace (Note A-1895) .... 

@ 

0.033 

0.264 

A-96 

16 

Needle Beam Bolts remove and replace . 

@ 

0.064 

1.024 

A-113 

4 

Body truss rod turnbuckles remove and replace .. 

■ @ 

0.10 

0.40 

A-96 

20 

Draft timber bolts remove and replace . 

. @ 

0.064 

1.28 

A-96 

4 

Draft timber tie bolts remove and replace . 

. @ 

0.064 

0.256 

A-93 

12 

Lug strap bolts remove and replace . 

, @ 

0.033 

0.396 

A-205 

2 

Couplers and pockets handled . 

@ 

0.085 

0.17 

A-96 

4 

Carrier iron bolts remove and replace . 

@ 

0.064 

0.256 

A-515 

8 

Carrier iron nuts extra remove and replace. 

• @ 

0.024 

0.192 

A-93 

2 

Operating clevis bolts remove and replace . 

@ 

0.033 

0.066 

A-245 

4 

Draft springs remove and replace. 

@ 

0.13 

0.52 

A-96 

2 

Reservoir block bolts remove and replace . 

@ 

0.064 

0.128 

A-93 

2 

Reservoir block bolts remove and replace . 

@ 

0.033 

0.066 

A-96 

6 

Cylinder block bolts remove and replace . 

@ 

0.064 

0.384 

A-93 

6 

Cylinder block bolts remove and replace . 

@ 

0.033 

0.198 

A-93 

4 

Cylinder lever key bolts remove and replace . 

@ 

0.033 

0.132 

A-93 

4 

Cylinder lever key guide bolts remove and replace . 

. @ 

0.033 

0.132 

A-93 

4 

Floating lever guide bolts remove and replace .. 

. @ 

0.033 

0.132 

A-93 

3 

Floating lever key bolts remove and replace . 

. @ 

0.033 

0.099 

A-96 

8 

Compression timber bolts remove and replace . 

@ 

0.064 

0.512 

A-350 

4 

ft. of Flooring renewed (1st foot of patch) . 

. @ 

0.053 

0.212 

A-354 

8 

ft. of Flooring renewed.. 

@ 

0.105 

0.84 


TOTAL . $11,482 


With a variation in the man hours required to complete the job from 28 hours and 51 minutes to 40 hours and 
52 minutes it is apparent that the job may pay an average hourly rate of 39.8 cents or of only 20.1 cents. 


TABLE 9. 

Time Required to Renew One Center Sill Fram Below 36 ft. 40 Ton Wood Box Car. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

A- 145 2 Ends of Car Raised. 54 


A-93 2 Con Rod Key Bolts Removed and Re¬ 


placed . 10 

A-863 1 Center Sill Renewed. 1 16 


A.-82 2 Body Bolsters Removed and Replaced 1 3 

A-96 32 Body Bolster Bolts Removed and 

Replaced . '5 7 

s 

\ 

A-843 1 End Sill Slackened. 1 4 


N. Y. C. Englewood Shops. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-145 2 Ends of Car Raised. 

In case difficulty is encountered in securing 
jacks and horses not in use additional time 


will be required, the total approximating.... 1 27 

A-93 2 Con Rod Key Bolts Removed and Re¬ 
placed . 10 

A-S63 1 Center Sill Renewed. 


Very often framed wrong in mill and neces¬ 
sary to reframe by hand at car. This will re¬ 
quire an additional 3 hours and 42 minutes.. 4 58 

A-S2 2 Body Bolsters Removed and Replaced 1 3 

A-96 32 Body Bolster Bolts Removed and 

Replaced. 

It is very often necessary to crack all nuts 
by hand and bolts are often broken and bent, 
making it difficult to drift out bolts. This 
operation requires an additional hour and 55 


minutes . 7 2 

A-S43 1 End Sill Slackened. 1 4 


149 





































TABLE 9—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-93 8 Corner Band Bolts Removed and Re¬ 
placed . 40 


A-96 16 Needle Beam Bolts Removed and 

Replaced . 2 34 


A-113 4 Body Truss Rod Turn Buckles Re¬ 
moved and Replaced. 1 


A-96 20 Draft Bolts Removed and Replaced 3 12 

A-96 4 Draft Timber Tie Bolts Removed 


and Replaced .. 38 

A-93 12 Lug Strap Bolts Removed and Re¬ 
placed .. 1 

A-205 Two Couplers and Pockets Handled... 26 


N. Y. C. Englewood Shops. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-93 8 Corner Band Bolts Removed and Re¬ 

placed. 

Often bolts turn and nuts are rusted. Nuts 
must be cracked, taking 15 minutes additional 
time . 55 

A-96 16 Needle Beam Bolts Removed and 

Replaced. 

When bolts are rusted, they have to 
be cracked and on account of the bolts being 
in an awkward position on the car the diffi¬ 
culty in cracking them is increased and there¬ 
fore requires an additional hour . 3 34 

A-113 4 Body Truss Rod Turn Buckles Re¬ 
moved and Replaced. 

Rods are invariably rusted, and it is very 
often necessary to heat them before turn- 
buckle can be removed which takes an addi¬ 
tional hour and one-half. 2 30 

A-96 20 Draft Bolts, 4 Draft Timber Tie 
Bolts (A-96), and 12 Lugstrap Bolts 
(A-93) Removed and Replaced. 

It is very often necessary to split all nuts on 
above bolts on account of rusted condition. 

This requires one hour and 4 minutes addi¬ 


tional . 5 54 

A-205 Two Couplers and Pockets Handled... 26 


A-96 4 Carry Iron Bolts Removed and Re¬ 


placed ... 38 

A-515 8 Carry Iron Bolts Removed and Re¬ 
placed, extra . 30 


A-93 2 Operating Clevis Bolts Removed and 

Replaced .. 9 

A-245 4 Draft Springs Removed and Replaced 1 18 


A-96 2 Reservoir Block Bolts Removed and 

Replaced . 19 

A-93 2 Reservoir Block Bolts Removed and 

Replaced . 10 

A-96 6 Cylinder Block Bolts Removed and 

Replaced . 1 

A-93 6 Cylinder Block Bolts Removed and 

Replaced . 30 

A-93 4 Cylinder Lever Guide Bolts Removed 

and Replaced . 20 

A-93 4 Cylinder Lever Key Bolts Removed 

and Replaced . 20 


A-96 4 Carrier Iron Bolts Removed and Re¬ 

placed and 8 (A-515) Carry Iron Bolts 
Removed and Replaced. 

It is very often necessary to crack nuts on 
these bolts on account of the rusted condition 
and the bolts are often badly bent, which in¬ 
creases the difficulty experienced in drifting 
these bolts. This requires an additional hour. 2 8 

A-93 2 Operating Clevis Bolts Removed and 

Replaced . 9 

A-245 4 Draft Springs Removed and Replaced. 

To remove and replace draft springs it is 
necessary to remove and replace followers. In 
many cases followers fit very tight and addi¬ 
tional difficulty is experienced in replacing 
them, which requires. 1 48 

2 Reservoir Block Bolts (A-96), 2 Reservoir 
Block Bolts (A-93), 6 Cylinder Block 
Bolts (A-96), 6 Cylinder Block Bolts 
(A-93), and 4 Cylinder Lever Guide Bolts 
(A-93) Removed and Replaced. 

When necessary to crack nuts on these bolts 
an additional 20 minutes is required. 2 39 


A-93 4 Cylinder Lever Key Bolts Removed 

and Replaced . 20 


150 
























TABLE »—CONTINUED. 


I 


FAVORABLE CONDITIONS. 


, Operations. Hrs. Min. 

A-93 3 Floating Lever Key Bolts Removed 

and Replaced . 20 

A-93 4 Floating Lever Guide Bolts Removed 

and Replaced . 20 

A-96 8 Compression Timber Bolts Removed 

and Replaced . 1 17 

A-350 4 Foot of Flooring Renewed (1st foot 

of Patch) . 30 

A-354 8 ft. of Flooring Renewed. 2 6 

Total Time . 28 51 


N. Y. C. Englewood Shops. 

UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-93 3 Floating Lever Key Bolts Removed 

and Replaced . 20 

A-93 4 Floating Lever Guide Bolts Removed 

and Replaced . 20 

A-96 8 Compression Timber Bolts Removed 

and Replaced. 

When necessary to crack nuts on these 


bolts an additional 12 minutes is required.... 1 29 

A-350 4 Foot of Flooring Renewed (1st foot 

of Patch) . 30 

A-354 8 ft. of Flooring Renewed. 2 6 

Total Time . 40 52 


TWO CENTER SILL SPLICES AND THE RENEWAL OF TWO DRAFT TIMBERS, ONE END SILL, ONE END SILL 
PLANK AND ONE DEADWOOD. 

Table 10 shows the time required to perform a combination job on a New York Central 40 ton Coal Car. Un¬ 
der favorable conditions this combination of jobs could be performed in 21 hours and 56 minutes with average hour¬ 
ly earnings amounting to 40 cents. Adverse conditions frequently encountered by the mechanic would add nearly 
50 per cent to this time, bringing the total time required to 31 hours and 24 minutes with a resulting reduction of 
average hourly earnings to 27.9 cents. 

According to the piece work price list for N. Y. C. Lines West this combination job would be paid for as 
follows: 


A-906 

2 

Center Sill Splices . 



$1.38 

A-577 

2 

Center Sill Splices Plank. 



0.32 

0.64 

A-1007 

1 

Miner draft timber renewed. 



0.83 

0.83 

A-1007 

1 

Miner draft timber renewed 2nd. 



0.36 

0.36 

A-1003 

2 

Miner draft timbers fitted. 



0.063 

0.126 

A-245 

2 

Draft springs R. and R. 


. @ 

0.13 

0.26 

A-206 

1 

Coupler pocket handled . 


. m 

0.16 

0.16 

A-841 

1 

End sill fitted . 


. @ 

0.245 

0.245 

A-847 

1 

End sill R. and R. 


. @ 

0.255 

0.255 

A-579 

1 

End sill plank .. 



0.077 

0.077 

A-145 

1 

Car raised . 



0.18 

0.18 

A-93 

1 

Top rod key bolt R. and R. 


. @ 

0.033 

0.033 

A-87 

1 

Body Bolster handled . 


. m 

0.12 

0.120 

A-96 

16 

Body bolster bolts R. and R. 



0.064 

1.024 

A-96 

8 

Sub sill bolts R. and R. 



0.064 

0.512 

A-808 

8 

Flat lever guide lags R. and R. 


. @ 

0.027 

0.216 

A-93 

3 

Flat lever guide key bolts R. and R. 


. @ 

0.033 

0.099 

A-96 

2 

End Sill Split bolts.. 


. @ 

0.064 

0.128 

A-96 

4 

End Sill grab iron bolts . 



0.064 

0/256 

A-96 

4 

Operating lever casting bolts R. and R. .. 


. @ 

0.064 

0.256 

A-96 

4 

Buffer block bolts R. and R. 



0.064 

0.256 

A-92 

2 

Buffer block bolts. 



0.033 

0.066 

A-378 

2 

Buffer block bolts head gains. 



0.0063 

0.0126 

A-96 

6 

Carrier iron bolts R. and R. 



0.064 

0.240 

A-499 

24 

ft. Floor nails cut loose and renailed . 


. @ 

0.024 

0.576 

A-280 

2 

Pair hopper doors closed.. 



0.037 

0.074 

A-96 

6 

End stake bolts .. 

TOTAL . 



0.064 

0.384 

$8.7656 


151 













































TABLE 10. 


Time Required to Splice 2 Center Sills and to Renew 2 Draft Timbers, 1 Deadwood, 1 End Sill and 1 End Sill Plank 

on N. Y. C. 40 Ton Coal Car. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-906 2 Center Sill Splices cut and bolted.. 3 27 


A-557 2 Splice Planks Applied. 1 36 

A-1007 1 Miner Draft Timber Renewed 1st.. 2 

A-1007 1 Miner Draft Timber Renewed 2nd.. 1 


A-1003 2 Miner Draft Timbers Fitted. 9 

A-245 2 Draft Springs and 4 Followers Re¬ 
moved and Replaced . 35 


A-296 1 Coupler and Pocket Handled . 30 

A-S41 1 End Sill Fitted . 38 

A-847 1 End Sill Removed and Replaced ... 40 

A-579 1 End Sill Plank . 12 

A-145 1 End of Car Raised . 30 


A-93 1 Top Brake Rod Key Bolt Removed 


and Replaced . 5 

A-87 1 Body Bolster Handled . 18 

A-96 16 Body Bolster Bolts Removed and 

Replaced . 2 34 


N. Y. C. Englewood Shops. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-906 2 Center Sill Splices cut and bolted. 

Often framed wrong in mill and after being 
applied to car it is found that holes for draft 
bolts are not bored in the proper place, making 
it necessary to return splices to mill which 


would require . 6 27 

A-557 2 Splice Planks Applied ., 1 36 


A-1007 1 Miner Draft Timber Renewed 1st 
and (A-1007) 1 Miner Draft Timber Re¬ 
newed 2nd. 

Draft and Lug Casting Bolts are invariably 
so rusted that it is necessary to split 28 nuts 
by hand which would take 1 hour and 40 min¬ 
utes in addition to the 3 hours for renewing 


timbers . 4 40 

A-1003 2 Miner Draft Timbers Fitted . 9 


A-245 2 Draft Springs and 4 Followers Re¬ 
moved and Replaced. 

Followers very often fit so tight it is neces¬ 
sary to place an additional jack under coupler 
pocket and lower body of car on same, taking 
v advantage of the weight of car body to force 
followers into position, requiring an expendi¬ 


ture for above operation of. 1 5 

A-296 1 Coupler and Pocket Handled. 30 

A-841 1 End Sill Fitted . 38 


A-847 1 End Sill Removed and Replaced. 

Very often it is necessary to cut nuts on 4 
body truss rod nuts which would require.... 1 30 

A-579 1 End Sill Plank.v. 12 

A-145 1 End of Car Raised. 

It is invariably necessary to search for some 
time to secure two jacks for this operation 
which would take at the least an additional 30 


minutes . 1 

A-93 1 Top Brake Rod Key Bolt Removed 

and Replaced ... 5 

A-87 1 Body Bolster Handled . 18 


A-96 16 Body Bolster Bolts Removed and 

Replaced. 

On this particular class of equipment it will 
very often be found that all nuts on these 
bolts have to be split by hand, and on account 
of the awkward position in which the me¬ 
chanic must work to split the nuts it is a diffi¬ 
cult operation, requiring in addition to above 
hours, 1 hour, or. 3 34 


152 

























TABLE 10—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-96 8 Sub Sill Bolts Removed and Replaced 1 ' 15 


A-80S 8 Float Lever Guide Lugs, Removed 
and Replaced . 


A-93 3 Float Lever Guide Key Bolts Re¬ 
moved and Replaced . 15 

A-96 2 End Sill Split Key Bolts Removed 

and Replaced . 19 

A-96 4 End Sill Grab Iron Bolts Removed 

and Replaced . 40 


A-96 4 Operating Casting Bolts Removed 

and Replaced . 40 

A-96 4 Buffer Block Bolts Removed and Re¬ 


placed . 40 

A-93 2 Buffer Block Bolts Removed and Re¬ 
placed . 10 

A-96 6 Carry Iron Bolts, minus Nuts, Re¬ 
moved and Replaced . 36 , 

A-378 2 Buffer Block Bolt Head Gains, cut. 2 

A-499 24 ft. Flooring Nails cut loose and re¬ 
nailed . 1 26 

A-280 2 Pair Hopper Doors Closed. 11 

A-96 6 End Stake Bolts. 58 

Total Time . 21 56 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min, 


A-96 8 Sub Sill Bolts Removed and Replaced. 

Should it be found necessary to cut nuts on 
same, 45 minutes additional would be required, 
or . 2 

A-80S 8 Float Lever Guide Lugs, Removed 

and Replaced . 30 

A-93 3 Float Lever Guide Key Bolts Re¬ 
moved and Replaced . „ 15 

A-96 2 End Sill Split Key Bolts Removed 

and Replaced . 19 


A-96 4 End Sill Grab Iron Bolts Removed 

and Replaced. 

When necessary to crack nuts, additional 
time is required. 50 

A-96 4 Operating Casting Bolts Removed 

and Replaced, 

When necessary to crack 4 nuts, an addi¬ 
tional 10 minutes is required. 50 

A-96 4 Buffer Block Bolts Removed and Re¬ 

placed, (A-93) 2 Buffer Block Bolts Re¬ 
moved and Replaced and (A-96) 6 Carry 
Iron Bolts minus nuts, removed and re¬ 
placed. 

Frequently it is necessary to crack the nuts 
on above bolts, requiring 43 minutes addi¬ 


tional . 2 9 

A-378 2 Buffer Block Bolt Head Gains, cut. 2 

A-499 24 ft. Flooring Nails cut loose and re¬ 
nailed .. 1 26 

A-280 2 Pair Hopper Doors Closed.. 11 

A-96 6 End Stake Bolts. 

It is often necessary to crack 6 nuts on these 
bolts, which requires 10 minutes additional 
time . 1 8 

Total Time . 31 24 


REPAIRS TO END OF 40 TON CAR. 

Table 11 shows the variation in time required to repair the end of a 36 ft. 40 ton N. Y. C. box car. The repairs 
represent a combination of jobs including the renewal of two end posts, two end braces, two corner posts, one end 
plate, the entire end lining and the entire end sheathing. This combination of jobs is interesting because it shows 
how a repair job may tax the skill and ingenuity of the carman. He is faced with the necessity of making a sketch 
in order that the new end plate may be framed to fit the car. He must be able to jack spring lining back into 
line. He must be able to rebore holes for corner iron bolts. 

The combination is also interesting from the point of view of the way in which it is priced in the N. Y. C. 
piece work schedule for lines West. According to this schedule the job is paid for on the basis of 27 separate prices. 
The highest price for any single item is 32 cents and the majority of them are graduated to tenths of a cent be¬ 
tween 1.1 cents and 6.4 cents. In a job requiring the work of two men for from ten to twelve hours apiece no sin¬ 
gle item in the bill amounts to as much as $1.00. This is enough to reveal the inherent falseness of the claim that 
such a system of payment is graduated to register the effort and skill of railroad shop employes. The arbitrary 
setting of piece work prices as small as those shown to the number of hundreds and thousands on a single system 


can have no claim to such equitable standards. 

The job is paid for as follows: 

A-600 1 End plate renewed . @ $0.32 0.32 

A-499 10 ft. Side lining cut loose and renailed . @ 0.024 0.24 

A-708 4 Side belt rails cut loose and renailed . @ 0.024 0.096 

153 





























A-637 2 End posts renewed. 

A-637 2 Corner posts renewed. 

A-659 2 End braces renewed . 

A-708 12 End belt rail cut loose and renailed . 

A-721 2 End sill and plate rods R & R. 

A-641 68 ft. End lining renewed. 

A-822 2 ft. Side sheathing renewed. 

A-822 2 ft. End sheathing renewed. 

A-821 7 ft. End sheathing renewed. 

A-337 19 ft. End fascia renewed. 

A-93 • 2 Rear braid bracket bolts remove and replace .. 
A-93 10 End ladder round bolts remove and replace . 
A-93 2 End grab iron bolts remove and replace ... 

A-96 4 End sill grab iron bolts remove and replace 

A-93 20 Corner (iron) bolts remove and replace .... 

A-96- 4 Corner (iron) bolts remove and replace- 

A-96 6 Carry iron bolts remove and replace . 

A-96 4 Operating casting bolts remove and replace .. 

A-457 1 Imperial operating lever remove and replace 

A-93 3 Run board saddle bolts. 

A-72 12 ft. Running board remove and replace . 

A-518 4 Body truss rod nuts remove and replace ... 

A-96 1 Ridge pole bolts remove and replace . 


@ 

0.185 

0.37 

@ 

0.185 

0.37 

@ 

0.13 

0.26 

@ 

0.024 

0.288 

@ 

0.125 

0.25 

@ 

0.014 

0.952 

@ 

0.175 

0.35 

@ 

0.175 

0.35 

@ 

0.125 

0.875 

@ 

0.011 

0.209 

@ 

0.033 

0.066 

@ 

0.033 

0.33 

@ 

0.033 

0.066 

@ 

0.064 

0.256 

@ 

0.033 

0.66 

@ 

0.064 

0.256 

@ 

0.064 

0.384 

@ 

0.064 

0.256 

@ 

0.053 

0.053 

@ 

0.033 

0.099 

@ 

0.008 

0.096 

@ 

0.037 

0.148 

@ 

0.064 

0.064 


TOTAL ..$7.92 

As shown in the table the man hours required to perform these operations may vary from 19 hours and 46 
minutes to 25 hours and 37 minutes, allowing a variation in average hourly earnings from 40.1 cents down to 
30.9 cents. 

TABLE 11. 


Time Required to Renew 2 End Posts, 2 End Braces, 2 Corner Posts, 1 End Plate, Entire End Lining and Entire 

End Sheathing on 36 ft. 40 Ton Box Car. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


N. Y. C. Englewood Shops. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


A-600 1 End Plate Renewed. 48 


A-499 10 ft. Side Lining Cut loose and re¬ 
nailed . 36 


A-70S 4 Side Belt Rails cut loose and re- 


nailed . 14 

A-637 2 End Posts Renewed. 54 

A-637 2 Corner Posts Renewed. 54 


A-600 1 End Plate Renewed. 

Often End Plate is so badly broken that it 
is impossible for mill man to lay out new plate 
from old. He must make a trip to car and 
make sketch of plate which takes this man 
at least 35 minutes. In some cases the plate 
is incorrectly framed from sketch, making it 
necessary to return plate to mill for refram¬ 
ing, an additional 45 minutes being required 
for this operation. 2 8 

A-490 10 ft. Side Lining Cut loose and re¬ 
nailed. 

The lining in many cases is Sprung when cut 
loose and it is necessary to jack it back into 


line, using jacks and shores. This requires an 
additional 22 minutes at least. 58 

A-708 4 Side Belt Rails cut loose and re¬ 
nailed . 14 

A-637 2 End Posts Renewed. 54 

A-637 2 Corner Posts Renewed. 


It is very often necessary for mill man to 
make a trip to car to make a sketch of post, 
old post being so badly broken as to make it 
an impossibility to lay out new post from old. 

This would take 35 minutes additional. Often 
holes for corner iron bolts are laid out wrong 
and must be rebored at car, taking 42 minutes 
additional . 2 11 


154 





































TABLE 11- 

FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-659 2 End Braces Renewed. 39 

A-70S 12 Belt Rails Cut Loose and Renailed 46 

A-721 2 End Sill and Plate Rods Removed 

and Replaced . 38 


A-461 68 Ft. End Lining Renewed. 2 23 

A-822 2 Ft. Side Sheathing Renewed. 53 

A-822 2 Ft. End Sheathing Renewed. 53 

* A-821 7 Ft. Sheathing Renewed. 2 11 

A-337 19 Ft. End Fascia. 30 

A-93 2 Running Board Bracket Bolts Re¬ 
moved and Replaced . 10 

A-93 10 End Ladder Round Bolts, 

A-93 2 End Grab Iron Bolts, 

A-96 4 End Sill Grab Iron Bolts, 

A-93 20 Corner Iron Bolts and 


A-96 4 Corner Iron Bolts Removed and Re¬ 
placed . 3 55 


A-96 4 Buffer Block Bolts, 

A-96 6 Carrier Iron Bolts and 

A-96 4 Operating Casting Bolts, Removed 

and replaced . 2 13 


A-457 1 Imperial Operating Lever Removed 

and Replaced . 8 

A-93 3 Running Board Saddle Bolts, Re¬ 
moved and Replaced . 15 

A-72 12 Ft. Running Board Removed and 

Replaced . 14 


A-518 4 Body Truss Rod Nuts, Removed and 
Replaced . 


A-96 1 Ridge Pole Removed and Replaced.. 10 

Total Time . 19 46 


■CONTINUED. N. Y. C. Englewood Shops. 

UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-659 2 End Braces Renewed. 39 

A-708 12 Belt Rails Cut Loose and Renailed 46 

A-721 2 End Sill and Plate Rods Removed 
and Replaced. 

It is often necessary to crack nuts by hand 
on .account of rusted condition. Also rods are 


often badly bent, making it difficult to renew 

rods. Such conditions would add 30 minutes. 1 8 

A-461 68 Ft. End Lining Renewed. 2 23 

A-822 2 Ft. Side Sheathing Renewed. 53 

A-822 2 Ft. End Sheathing Renewed. 53 

* A-821 7 Ft. Sheathing Renewed. 2 11 

A-337 19 Ft. End Fascia. 30 

A-93 2 Running Board Bracket Bolts Re¬ 
moved and Replaced . 10 


A-93 10 End Ladder Round Bolts, 

A-93 2 End Grab Iron Bolts, 

A-96 4 End Sill Grab Iron Bolts, 

A-93 20 Corner Iron Bolts and 

A-96 4 Corner Iron Bolts Removed and Re¬ 

placed. 

Very often it is necessary to crack all nuts 
on above bolts by hand on account of rusted 
condition and bolts twisting. Round head 
bolts are often used and it is frequently im¬ 
possible to hold bolt from twisting. These 
conditions would add an hour and 15 minutes. 5 10 

A-96 4 Buffer Block Bolts, 

A-96 6 Carrier Iron Bolts and 

A-96 4 Operating Casting Bolts, Removed 

and replaced. 

On account of rusted condition of above 
bolts, it is necessary to crack all nuts by 


hand, requiring an additional 35 minutes. 2 48 

A-457 1 Imperial Operating Lever Removed 

and Replaced . 8 

A-93 3 Running Board Saddle Bolts, Re¬ 
moved and Replaced . 15 

A-72 12 Ft. Running Board Removed and 

Replaced . 14 


A-518 4 Body Truss Rod Nuts, Removed and 
Replaced. 

Very often it is necessary to split nuts by 
hand on account of the rusted condition, which 
operation requires at least 32 minutes addi¬ 


tional .. 54 

A-96 1 Ridge Pole Removed and Replaced.. 10 

Total Time . 25 37 


TWO CENTER SILL SPLICES. 

Table 12 shows the variation in man hours required to renew two center sill splices in a 30-ton box car. 
The time required varies from 14 hours to 20 hours, according to the conditions met by the mechanics. In other 

155 































words the number of man hours is somewhat over two-thirds of those shown in the previous table. And yet in 
contrast to that combination which required 27 separate piece prices this requires but two- These two prices 
cover the following work: Slacking the end si'll, removing and replacing the truck, body bolster and coupler, 
•removing and replacing two draft timbers, two sub sills, lever brackets and key bolts and all other work neces¬ 
sary to complete the job. 

The job is priced as follows: 

A-926 1 Center sill splice renewed first splice ... 

A-927 1 Center sill splice renewed second splice 


@ $4.30 $4.30 
@ 1.13 1.13 


and allows average hourly earnings varying from 38.8 cents down to 27.1 cents. 


$5.43 


TABLE 12 . 

Time Required to Renew to Center Sill Splices 

FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

0 


A-926 1 Center Sill Splice Renewed. 11 


A-927 1 Center Sill Splice Renewed, second. 3 


Total Time . 14 


on Class 1-Y 30 Ton Box Car. 

N. Y. C. Englewood Shops. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Mill. 

A-926 1 Center Sill Splice Renewed. 

This operation includes the removing and 
replacing of truck body bolster, 2 sub sills and 
2 Draft Timbers in removing truck necessary 
to secure 2 jacks, often difficult to find; also 
2 car horses to set car on. 12 Draft Bolts are 
likely to be rusted, making it necessary to 
split nuts. It may also be necessary to split 

4 Truss Rod Nuts, also 4 Carry Iron Bolt 
Nuts. If bolts are bent, they will be hard to 
drift out. Under these conditions it will take 

5 hours additional .. 16 

A-927 1 Center Sill Splice Renewed, second. 

When bolt holes do not fit properly and it 
is necessary to rebore, this operation will take 


an additional hour . 4 

Total Time . 20 


HEAVY REPAIRS TO 40 TON, 36 FT. BOX CAR. 

Table 13 shows the effect of varying conditions upon the number of man hours required to complete the 
following repair jobs on a New York Central 40 ton, 36 ft. box car. 

1 Wooden roof removed. 

1 XLA roof applied. 

2 Wooden ends removed. 

2 Steel ends applied. 

1 Repaired steel underframe applied. 

According to the Piece Price List for New York Central Lines West in effect, in 1917, this work would have 
been paid for on the following basis: 


A-1024 1 Repair steel underframe applied.... @ $13.70 $13.70 

A-327 2 Steel ends applied, $10.02—A-32$ and A-329 . @ 20.04 19.25 

A-777 1 Murphy XLA roof applied . @ 12.01 11.59 

A-812 1 Brake shaft removed and replaced. @ .105 .105 

A-649 2 Lateral running board platforms.. @ ,405 .810 

A-502 144 ft. Nails clinched . @ .0019 .2736 

A-501 288 ft. Nails set . @ .0012 .3456 

A-354 8 ft. Flooring renewed . @ .105 .840 

A-350 4 ft. Flooring renewed first ft. of patch . @ .053 .212 


$47.1262 

Comparing this total price with the total hours shown in Table 13 as necessary to complete the work it would 
appear that the average hourly earnings of mechanics might vary between 39.5 cents and 34.7'cenfs as the result 
of conditions which are characteristic of all railroad repair work. This variation is more important in view of 
the fact that the work requires a total of over 120 man hours, or the work of two men for ?y 2 days. It would mean 
a difference of $3.00 a piece to these men within less than a payroll period. 

156 






















TABLE 13. 


1 ime Required to Remove Wooden Roof and Wooden Ends and to Apply XLA Roof, Two Steel Ends and a Repaired 


Steel Underframe on N. 

FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-1024 1 Repair Steel Underframe Applied.. 34 15 


* 

' . f x 

. 

/ 1 




A-32T 2 Steel Ends Applied.48 8 


. C. 40 Ton 36 ft. Box Car. 

N. Y. C. Englewood Shops. 

UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

A-1024 1 Repair Steel Underframe Applied. 

It is necessary to remove and replace 
* eight sections body truss rods and send to 
blacksmith shop for rebending. If difficulty is 
encountered in removing turnbuckles on ac¬ 
count of rusted condition, it will require at 
least 1 hour and 30 minutes. 

It is necessary to remove 32 body bolster 
bolts and 16 needle beam bolts which are in¬ 
variably rusted and impossible to turn nut 
off with wrench. When these nuts have to 
be split by hand, this would require addi¬ 
tional time of 3 hours. 

The application of this underframe necessi¬ 
tates the removal of 20 draft bolts, 4 draft 
tie bolts, 24 lug bolts, 12 lug strap bolts and 
16 sub-sill bolts. These bolts are usually 
rusted and sometimes broken and badly bent, 
increasing the difficulty in removing them, as 
nuts must be cracked. Also on account of 
bent condition of bolts, the drifting out is 
made very difficult. This would take addi¬ 
tional time of three hours. 8 

or an additional 7 hours and 30 minutes for 

work described above, making a total.41 45 

It is necessary to remove the following bolts 
to apply underframe: 8 cylinder lever guide 
bolts, 6 float lever guide bolts, 6 cylinder bolts, 

6 cylinder block bolts, 2 reservoir block bolts 
and 2 reservoir bolts and 12 carrier iron bolts. 

Crack the nuts on these bolts on account of 
rusted condition an additional hour and 16 
minutes is required . 1 16 

It is necessary to remove 8 truss rod nuts 
which are very often rusted, it being necessary 
to cut same, requiring an additional. 45 

Additional difficulty is very often encoun¬ 
tered in reframing end sills, holes to be plugged, 
also holes to be bored and gains to be cut in 
end sills requiring additional time of. 2 

In applying cast steel yoke and coupler 
standard to this underframe, it is a double 
operation as yoke and coupler must be han¬ 
dled separately whereas in the case of a 
riveted yoke, coupler and yoke may be handled 
at one operation, this would require an ad¬ 
ditional . 48 

A-327 2 Steel Ends Applied. 

Invariably the corner posts are framed 
wrong, and it is necessary to regain and re¬ 
bore by hand which is a very difficult opera¬ 
tion. The reason corner posts are invariably 
framed wrong is the man who does the fram¬ 
ing of posts has no old post to work from but 
must go to the car and make a sketch of post 


157 








TAULE 13—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


A-777 1 Murphy X L A Roof Applied. 30 30 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

required. The Steel end not being in position 
at this time it is very difficult to make a 
sketch of post which is at all accurate. After 
raising steel ends to place and mark posts for 
holes and gains, it is necessary to lower steel 
ends and frame posts, taking an additional 4 
hours... 52 

A-777 1 Murphy X L A Roof Applied. 30 30 


A-S12 1 Brake Shaft Removed and Replaced 16 


A-812 1 Brake Shaft Removed and Replaced. 

A brake shaft standard to this car has a 
square fit for ratchet wheel—in many cases 
shaft brought to car will not fit, as square fit 
is too high for brake step, it being necessary 
to get another shaft or have this shaft re¬ 
shaped, which takes an additional 14 minutes. 30 


A-649 2 Lateral Running Board Platforms.. 2 

A-502 144 Ft. nails clinched. 41 

A-501 288 Ft. nails set. 52 

A-354 8 Ft. Flooring Renewed. 2 6 

A-350 4 Ft. Flooring Renewed, 1st foot of 

patch . 30 

Total Time . 119 18 


A-649 2 Lateral Running Board Platforms.. 2 

A-502 144 Ft. nails clinched. 41 

A-501 288 Ft. nails set. 52 

A-354 8 Ft. Flooring Renewed. 2 6 

A-350 4 Ft. Flooring Renewed, 1st foot of 

patch . 30 

Total Time . 135 51 


119 hours and 18 minutes under favorable conditions, or 59 hours and 39 minutes per man and averages hourly 
rate of .395. 


135 hours and 51 minutes under unfavorable conditions, or 67 hours and 55% minutes -per man, an average 
hourly rate of .347. 


SECTION 3—ANALYSIS OF PIECE WORK AS A METHOD OF PAYMENT FOR FREIGHT CAR REPAIR 

PENNSYLVANIA RAILROAD LINES WEST. 

The tables in this section (Tables 14-21) represent actual assignments to gangs working in the Columbus, 
Ohio, shops of the Pennsylvania Railroad. As in the preceding New York Central tables, the chief object is to 
show the possible variation in time required to perform series of jobs for which single piece prices are estab¬ 
lished which apply irrespective of the length of time required to satisfactorily carry out the repairs. As in the 
New York Central analysis, the left half of each table analyzes the job as performed under favorable con¬ 
ditions and the right half the same job when complicated by difficulties which occur frequently at the shop point 
under consideration. As pointed out in connection with the preceding table, no attempt has been made to give 
absolute time. The constant variation in conditions would make such an attempt impossible. The object of the 
table is simply to show that the determination of a standard time for repair jobs in railroad shops is impossible 
and that for this reason any attempt to pay by results is not only unjust, but a contradiction. It must inevitably 
lead to results undesirable from a managerial point of view and from that of the public. 

The attempt has been made to develop a series of jobs characteristic of the work of the carman on Penn¬ 

sylvania Lines West. Heavy repairs are given to certain standard cars. A number of light repair jobs are also 
shown. More steel car work is shown in this series of tables than in the case of the New York Central. It 

appears that in this side of the carman’s work the same general situation holds true, although a few new variable 

factors appear. 

Thus in Table 14, which analyzes heavy repair work on an all-steel open-top car, the employee is confronted 
with variation in the amount of work required in the straightening of a bent metal part, a center sill or the bulged 
end of the car. The straightening of these bent metal parts is accomplished by heating the metal and exerting 

158 . 
















pressure with a jack or jacks. Some parts are far more badly bent than others. As a result of this and other 
conditions the number of heats and adjustment of jacks required may wary considerably. In some instances the 
employe may only have to heat the part once. In others two, three and even more heats may be required. This 
means that the condition of the part to be repaired may force the mechanic to work for a short or a long time 
for the same piece price. In fact no standard time can be set for such a job, hence no piece price can be arranged 
to pay for the time and effort required. 

In Table 16, which analyzes the building of a steel underframe, the mechanic encounters another variable cir¬ 
cumstance. He is paid for cutting 550 rivets. The rivets may or may not have collars. Those that have collars 
must be cut a second time. This condition will add at least three hours to the time required, and will to that 
extent diminish the average hourly earnings received by the mechanic. 

These are representative of the difficulties which occur in various combinations and which cause constant 
variation in the time required to perform standard jobs. Rust is even more prevalent in steel car work. After 
cutting 1,950 rivets (Table 20) the mechanic may find that he cannot back out the majority of them. It will then 
be necessary to drill them out. Yet the price will not vary, and could not be regulated so as to vary with the 
infinite variety of combinations in which conditions may appear. Even such apparently stable factors as the 
resistance of the metal against the reamer bit will be found to differ very considerably from one car to another. 
Taking it as a whole it is impossible that prices be set for any job which will correspond to the effort necessary 
to perform the job adequately. 

Despite this fact the Pennsylvania Railroad has attempted to set hundreds and even thousands of prices with 
variations graduated to tenths of a cent. The. pricing of such jobs as those shown in Tables 15 and 17 should 
be particularly noted. These reveal the true nature of piece work. They represent a concrete illustration of 
the application of such a piece price schedule as that shown in the appendix. It is a device for establishing 
a variable hourly rate of earnings which differentiates between individuals, creates individualist psychology, and 
holds the control firmly in the hands of management. Twenty years of experimentation has failed to develop piece 
prices with real relationship to the jobs which they are supposed to cover. Such a failure proves that the system 
is inherently wrong as applied to railroad work. 


CERTAIN SPECIFIED REPAIRS OX G. L. A. 50 TOX CAR. 

Table 14 with its six subdivisions shows the man hours required to perform a series of repair jobs upon an 
all-steel open-top 50-ton car with four doors opening in the direction of the center of the car. The variation in 
man hours in shown in terms of the Columbus, Ohio, shops of the Pennsylvania Railroad. This type of car is 
used to haul coal, sand, gravel and loads of similar character. The following prices show the basis upon which 
mechanics were paid for this work according to Pennsylvania Railroad Lines West, piece work job sheet No. 
1702-A. Using the hours shown in Table 14, the average hourly earnings under the varying conditions are also 
shown. 


Coupler friction draft gear removed and renewed complete 


Job 

Aver. Hrly. Earn. 

Price 

Favor. 

Unfavor. 

$1.03 

0.473 

0.352 

0.78 

0.374 

0.260 

1.56 

0.4081 

0.288 

1.30 

0.554 

0.412 

0.62 

0.413 

0.338 

0.114 

0.091 

0.053 

$5,404 

0.410 

0.291 


From the above it is apparent that the variation in average hourly piece work earnings due to conditions over 
which the mechanics have no control is very much the same at the Columbus shops of the Pennsylvania Railroad 
as that already shown in the analysis of jobs performed at the Englewood shops of the New York Central, the 
average hourly earnings for this particular group of jobs varying from 41 cents down to 29.1 cents. Here, how¬ 
ever, another interesting element appears, namely, the very considerable variation between the average hourly earn¬ 
ings on the various jobs themselves whether under favorable or unfavorable conditions. Thus under favorable con¬ 
ditions the earnings of a gang working with normal skill and effort may vary from a high point of 55.4 cents per 
hour on one job to a low average of 9.1 cents on another job on the same car. The extreme variation as between 
jobs may be taken as between the high average of 55.4 cents under favorable conditions and the low average, 5.3 
cents, under unfavorable conditions. 

This in itself is a clear indication that payment by the piece on the Pennsylvania Railroad is not what its 
advocates contend that it is. The piece work price is not accurately adjusted to the amount of skill and effort 
required to perform it. It is arbitrarily set. In the nature of mechanical work upon the railroads it is impossible 
that piece work prices should ever be set on a fair basis, not only because of the changing conditions which vary 
from hour to hour, but also because of the multitude and variety of the jobs themselves. 

The Pennsylvania Railroad has presumably been perfecting its piece work system for about twenty years. The 
result, illustrated here, cannot justify the restoration of a system whereby twenty years of effort can bring no 
better result than piece work price list now being analyzed. 


159 









TABLE 14. 


Time Required to Perform Specified Repairs on G. L. A. 50 Ton Car. Pennsylvania Railroad, Columbus, Ohio. 

Job No. 1—Coupler Friction Draft Gear Removed and Renewed. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Locating Jack and Placing Jack Under Coup¬ 
ler . 15 


Removing ten (10) 94" bolts and four (4) 7 / 8 " 
bolts . 25 


Dropping Coupler from position and moving 


same from under car. 5 

Securing Bolts from Bolt Bins. 10 

Securing new Coupler from Stock. 15 

Replacing Coupler in Car complete. 1 

\ 


Total Time . 2 10 


Pennsylvania Lines West. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Locating Jack and Placing Jack Under Coup¬ 
ler. 

At times employes have trouble in locating, 
and it is necessary to go to other departments 
to secure one or wait until some other employe 
is through using one. This will require about 25 

Removing ten (10) 94" bolts and four (4) 7 / 8 " 
bolts. 

About one-half of the time employe finds 


bolts rusted or the threads damaged and it is 
necessary to crack nuts oft with hammer and 
chisel. This will require about. 40 

Dropping Coupler from position and moving 

same from under car. 5 

Securing Bolts from Bolt Bins. 10 

Securing new Coupler from Stock. 15 

Replacing Coupler in Car Complete. 

Employe often finds coupler yoke short and 
with not enough room between yoke and 
spring to place follower in and it is necessary 
to sledge follower to position. This will re¬ 


quire about . 1 20 

Total Time . 2 55 


Job No. 2. Center Sill Bent Vertically in 


FAVORABLE CONDITIONS. 
Operations. 

Locating Jack and Jack Blocks and Placing 
Same Under Sill . 


Hrs. Min. 


25 


Securing Heating Torch and Connecting Same 


20 


Chaining Car Body to Trucks. 20 

Heating Center Sill . 25 

Jacking Sill to Position. 15 

Removing Jack and Torch from Car. 20 

Total Time . 2 5 


Front of Bolster. “A” End of Car Straightened. 

UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Locating Jack and Jack Blocks and Placing 
Same Under Sill. 

At times employes are compelled to go to 
another department for a jack or wait until 
another employ is through using one. This 
will increase time to about. 40 

Securing Heating Torch and Connecting Same. 

At times employe finds torch tank empty 
and is required to refill it. This will require 
about . v .. 40 

Chaining Car Body to Trucks. 20 

Heating Center Sill. 

Often it is necessary to heat sills the sec¬ 
ond time. This will require about 20 minutes 
additional time, or . 45 

Jacking Sill to Position. 15 

Removing Jack and Torch from Car. 20 

Total Time . 3 00 


160 




























TABLE 14—CONTINUED. 


Job No. 3. Center Sill Bent Vertically and Laterally Front of Bolster. “B” End of Car Straightened 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Securing Jack and Jack Blocks and placing 

same in position... 30 


Securing Torch and connecting same. 20 


Heating Center Sill. 30 

r • * 

Jacking Sills to position, laterally. 40 


Resetting Jacks and Heating Sill to straighten 


vertically . 1 

Jacking Sill to position. 30 

Removing Jack, Blocks and Torch from car.. 20 

Total Time . 3 50 

Job No. 4. End Sill Top 

FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Securing 25 Ton Pump Jack from toolroom... 10 

Securing Jack Blocks and placing jack in posi¬ 
tion . 20 

Securing Heating Torch and connecting same 

to Air Hose. 20 


Heating End Sill and Jacking Face into po¬ 
sition ... 30 


Resetting Jack for straightening top of End 

Sill and heating same. 30 


Jacking Top of End Sill to position. 15 

Removing Jack and Torch from car. 15 

Total Time . 2 20 

161 


Pennsylvania Lines West- 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Securing Jack and Jack Blocks and placing 
same in position. 

At times, jacks and blocks are not at hand 
and it is necessary to go to some other de¬ 
partment to procure same or wait until an¬ 
other employe is through with them. This will 
require about 20 minutes additional time, or.. 50 

Securing Torch and connecting same. 

At times employe is required to fill torch 
with oil and this would increase time required 
to about . 45 

Heating Center Sill. 

Often it is necessary to heat sills the sec¬ 
ond or third time. This will often increase 
time required to about . 1 

Jacking Sills to position, laterally. 

Often it is necessary to set jacks the second 
or third time. This work will then require 


about . 1 

Resetting Jacks and Heating Sill to straighten 
vertically . 1 

Jacking Sill to position. 30 

Removing Jack, Blocks and Torch from car.. 20 

Total Time . 5 25 

and Face Straightened. 

UNFAVORABLE CONDITIONS. 

Operations. ' Hrs. Min. 

Securing 25 Ton Pump Jack from toolroom... 10 

Securing Jack Blocks and placing jack in posi¬ 
tion . 20 


Securing Heating Torch and connecting same 
to Air Hose. 

At times employe finds that torch tank is 
empty and is necessary to fill with oil. This 
will increase time required to about. 35 

Heating End Sill and Jacking Face into po¬ 
sition. 

At times end sill is so bent that it is neces¬ 
sary to Set jack and heat face of end sill sec¬ 
ond time. This will require about 20 minutes 

additional time . 50 

Resetting Jack for straightening top of End 
Sill and heating same. 

At times it is necessary to make second 
heat on top of end sill. This will increase 


time required to about. 50 

Jacking Top of End Sill to position. 15 

Removing Jack and Torch from car. 15 

Total Time . 3 15 


Piece Work 





























TABLE 14—CONTINUED. 


Job No. 5. Bulged-in End 

FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Securing Pulling Jack from toolroom. 10 

Placing Jack in position, including bracing 

other parts of car. 20 


Heating Top Angle. 15 

Pulling End into position . 30 

Removing Jacks from car. 15 

Total Time . 1 30 


of Car—Straightened. 

Pennsylvania Lines West. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Securing Pulling Jack from toolroom. 10 

Placing Jack in position, including bracing 
other parts of car. 

At times the car is placed in a position 
that employe is compelled to work at a disad¬ 
vantage in bracing the car because of having 
no anchor for pull jack. This will require 


about . 40 

Heating Top Angle. 15 

Pulling End into position. 30 

Removing Jacks from car.. 15 

Total Time . 1 50 


Job No. 6 . Drop Doors Cleaned Out, Shaft Adjusted and Wound Up. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min. 


Locating Door Wrench. 10 


Opening Doors . 5 


Cleaning and Rewinding Doors . 30 

Locating Inspector and Checking up work ... 30 


Total Time . 1 15 

Grand Total of the 6 Jobs. 13 10 


Locating Door Wrench. 

At times employe is required to go to an¬ 
other department to get a wrench or wait until 
some other employe is through using one, 
either of which will require about . 30 

Opening Doors. 

At times an employe will receive a car with 
the shaft bent, making it difficult to open the 
door and this will increase time required to 


about . 20 

Cleaning and Rewinding Doors. 30 


Locating Inspector and Checking up work. 

At times employe finds inspector busy 
checking up another job or busy in the office 


and it will require about. 50 

Total Time .. 2 10 

Grand Total of the 6 Jobs. 13 35 


DISMANTLING AND REBUILDING STEEL BOX CAR. 

The dismantling and rebuilding of a class XL box car is considered a good job. As the entire body is torn 
down and replaced with new parts the variation in time is due to the conditions described in the preceding pages 
is hardly enough to be significant when it is considered that the entire job means the work of two men for some¬ 
thing over 80 hours each. In other words a difference of approximately 6 l / 2 man hours {Z x /4 man hours apiece) 
in a ten-day job results in a variation of average hourly earnings between 46 cents and 44.2 cents. For this reason 
the analysis of the time required to perform this work, shown in Table 15, will appear in a single column with a 
brief note calling attention to the specific instances where extra work may be necessary. 

When this type of car is shopped for heavy repairs the body is generally removed and a new one with larger 
posts and braces and other improved parts applied. The change generally involves a change in classification from 
XL to XLA and the result is one of the best grain cars on the Pennsylvania Lines. 

The work of dismantling and rebuilding this car is paid for as follows: 


162 

























TABLE 15. 

Reconstruction of Pennsylvania XL Box Car. 

(Columbus Shops) 


Man 

Hours 


Price 

Schedule 


Average 

Hourly 


1 . 


2 . 

3 . 

4. 

5. 

6 . 

7. 

8 . 

9. 

10 . 

11 . 

12 . 

13. 

14. 

15. 

16. 

17. 

18. 

19. 

20 . 
21 . 
22 . 

23. 

24. 


25. 


26. 

27. 


28. 

29. 

30. 

31. 

32. 

33. 

34. 

35. 

36. 

37. 


38. 

39. 


-— uxiu * vua waubltu ima upudliuil Will ICq 

about two additional hours. This condition appears about one-half the time.) 
Moving tools . 

Applying (nailing) 4 intermediate sills. 

Applying (nailing) 2 center sills. 

Applying (nailing) 2 side sills. 


Applying 2 sub sills. 


Applying 2 rail belt boards. 


Remove and replace 48 brace and post castings. Price included in price of posts 
and braces. These are filled almost solid with dirt and must be cleaned out with 

hammer and cold chisel. 

(Under difficult conditions this requires at least one hour.) 

Applying 80 ft. of siding. 

(In case the siding is warped or crooked and it is necessary to pry to get 
tongue and groove together this operation will require two hours additional.) 

Applying 4 door tracks...*.... 

Applying 2 side doors. 

(In case the door does not fit opening it must be dressed of! with a plane, which 
will add about one hour to the time.) 

Applying 2 door boards. 

Applying 2 modified water tables. 

Applying 2 door headers.. 

Applying 4 center corner bands. 

Applying 4 lower corner bands. 

Applying 6 filling blocks for safety appliances. 


(This operation requires mechanics to apply ridge pole, Purlins, longitudinal 
sheathing, fascia, 26 sheets tin, four ^ width sheets tin, 84 intermediate clamps, 28 
joint clamps, 28 joint covers, 111 lineal feet of running board, 16 running board 
saddles, 16 running board saddle covers, 2 extension blocks, secured by bolts, 
nuts, washers and screws.) 

Making and applying 2 latitudinal running boards. 3 

Securing all material, including 26 sheets of tin, about 200 bolts of different lengths 

and sizes, 8 grab handles, strap bolts, nuts, nails, washers, screws, etc. 2 

(An additional Hour may be required in cast part of material is not in stock 
"bins.) 


Hrs. 

Min. 

1702-D 

Earnings 

30 

e 

5 



6 


$3,128 

$0,521 

3 


1.560 

0.520 

10 


5.920 

0.592 

3 

30 

1.84 

0.525 

4 


1.60 

0.0400 

5 


4.08 

0.816 

2 

15 

1.36 

0.604 

1 


0.592 

0.592 

3 


1.776 

0.592 

6 


4.520 

0.753 

2 


1.480 

0.740 

2 




1 

30 

0.920 

0.613 

6 


4.847 

0.808 

6 


2.576 

0.429 

2 


1.260 

0.630 

1 

30 

0.918 

0.612 

6 

30 

4.788 

0.736 


40 

0.420 

0.636 

3 


2.176 

0.725 

2 ' 

50 

1.720 

0.605 


20 



18 


9.360 

0.520 

4 




3 


0.720 

0.240 


20 

0.296 

0.888 


30 

0.228 

0.456 


35 

0.296 

0.510 

1 

10 

0.592 

0.505 


30 

0.456 

0.912 


20 

0.408 

1.224 

1 

30 

1.160 

0.773 

1 


0.456 

0.456 

4 


• 


18 


10.260 

0.570 


1.600 


0.533 


TOTAL 


166 


5 $76,351 $0,460 


This series of prices is particularly interesting as an example of the fact that a piece price bears no necessary 
relation to the skill and effort required for the performance of the job. Here a variation in average hourly earn¬ 
ings from 24 cents to $1,224 is apparent. Through a period of ten days work on the part of two men, 35 separate 

163 













































prices, the average tends to approach the general average hourly rate. But this is contrary to the whole theory 
of piece work, which justifies itself on the ground that each piece price bears some relation to the time required 
by a conscientious worker of average skill. 

This reveals the true nature of piece work as a method of payment. It really is merely a covert means of 
establishing a variable hourly rate of earnings which differentiates between individual workmen, creates the indi¬ 
vidualistic psychology, and maintains the control in the hands of management. That the certain railroads are 
willing to pay a high price for this privilege will be apparent in part 3. 

In the above analysis this appears even more clearly in the fact that some thirty to forty hours of work, includ¬ 
ing the entire job of dismantling, have no prices at all. The dismantling job includes removing the running boards, 
running board saddles, extension blocks, roofing boards, two ridge poles, purlines, carlines, sheets of tin, safety 
appliances, side doors, door tracks, corner bands, lining, siding, plumb rod, tie rods, strap bolts, side plates, end 
plates, door posts, corner posts, side posts, end posts, side braces, end braces, iron belt straps, belt sections, belt 
boards, brace castings, flooring, nail ties, intermediate nail ties, center nail ties, side and sub sills. If this job is 
carefully done much material can be saved. It means approximately two full days’ work for two mechanics. And 
yet payment for this work must be found somewhere in the later construction work. It can be attached to no 
one of these prices. It shows clearly that the job is intended to average as a whole and that the piece prices 
are lacking in real relationship to the jobs which they are supposed to cover. 

REBUILDING STEEL UNDERFRAME. 

Table 16 shows the man hours required to rebuild the steel underframe on a Pennsylvania class XL steel box 
car, when the work is performed at the Columbus shops. In this instance it is again apparent that certain prices 
are supposed to cover many additional aspects of the work for which no prices are set. For this reason the 
average hourly earnings on the basis of the time required to perform a single one of these operations, such as the 
cutting out of 550 rivets, where the average hourly earnings under favorable conditions amount to 59.1 cents or the 
driving of the same number of rivets at an average hourly rate of 75.3 cents, really have no real meaning. 


Price 

200 Rivets cut out at 3 cents each.. $6.00 

350 Rivets cut out at 2 cents each.:. 7.00 

20 Rivets drove at 7}4 cents each. 1.50 

70 Rivets drove at 6 cents each. 4.20 

460 Rivets drove at 5 cents each. 23.00 

2 Couplers replaced at $1.03 each. 2.06 

2 Body center plates fitted up at .217 each.443 

8 Coupler follower stops fitted up at .068 each .544 

2 Carmer lift pin lever removed and replaced at .057 each.114 

2 Carmer operating levers removed and replaced at .067 each.114 

2 Card boards at .114 each..228 


TOTAL ..$45,194 


Table 16, immediately following, is based upon the work of three men. It shows that the man hours required 
vary from 100 hours and 50 minutes to 109 hours and 5 minutes, resulting in a variation in average hourly earnings 
from 44.8 cents to 41.4 cents. 


TABLE 16. 

Time Required to Build Steel Underframe on Class XL 50 Ton Box Car. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Cutting out about 550 Rivets. 22 

Fitting up Underframe, including lining up 


Center Sills and Side Sills . 18 

Reaming out holes complete . 17 


Pennsylvania Lines West. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Cutting out about 550 Rivets. 

About one-half of the rivets in this class of 
underframe have collars on them and it is 
necessary to cut them off the second time and 
will require about . 25 

Fitting up Underframe, including lining up 
Center Sills and Side Sills. 

If sills were heated to be straightened, which 
is true about one-half of the time, it makes it 
difficult to line them up and will require about 20 

Reaming out holes complete. 

In reaming out holes through center sills 
employe generally finds that when sills and 
diaphragms are heated, the holes do not fit 
properly, and it is necessary to start reaming 
the holes with a % reamer bitt and change to 
a % bit to obtain the proper size holes. 

Those conditions will require about. 20 


164 




















TABLE 16—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Riveting up Underframe complete, including 


getting rivets and coke for forge. 38 

Replacing couplers and lift levers complete... 5 

Locating Inspector . 5 

* 

Checking up work with Inspector. 45 

Total Time .100 50 


Riveting up Underframe complete, including 


getting rivets and coke for forge. 38 

Replacing couplers and lift levers complete... 5 

Locating Inspector. 

if Inspector is busy on another job or is 
busy in the office . 20 

Checking up work with Inspector. 45 

Total Time .109 5 


HEAVY REPAIRS TO CLASS G. N. GONDOLA. 

Table 17 shows the man hours required to carry out certain specified repairs on an all-wood, open-top 40 ton 
trapper car with four doors, the work being- performed in the Columbus, Ohio, shops of the Pennsylvania Railroad. 

In the basis of payment shown below the average hourly earnings under varying conditions are shown for each 
operation. 

In the case of this job the lack of relationship between piece work prices and the skill and effort measured by 
the normal element is very noticeable. The same gang working steadily will average from operation to operation 
through 27 different prices, all the way from 24.2 cents, to 86.8 cents per hour. 


1 . 

2 . 

3. 

4. 

5. 

6 . 

7. 

8 . 
9. 

10 . 

11 . 

12 . 

13. 

14. 

15. 

16. 

17. 

18. 

19. 

20 . 
21 . 
22 . 

23. 

24. 

25. 

26. 

27. 

28. 
29. 


According to piece work job sheet 1701, Pennsylvania Lines West, the job would have been paid for as follows: 


2 Trucks removed . 

2 End sills removed and replaced. 

Platforms removed and replaced, 4 sections. 

2 Pairs of draft timbers removed and replaced. 

Brake staff and board removed and replaced. 

2 Body bolsters removed and replaced. 

2 Release levers removed and replaced. 

2 Brake hangers removed and replaced (price included under sills) 

2 Tie rod’s removed and replaced. 

2 Draft sills removed and replaced. 

Draft filler framed, full length of car... . 

Draft filler removed and applied. 

2 Cross bearers removed and replaced. 

4 Hopper head blocks removed and applied. 

2 Drop doors removed and applied.. 

2 Couplers secured from stock and applied. 

2 Hopper irons removed and replaced. 

Symington bearings removed, and replaced. 

2 Symington connecting links removed and replaced. 

Symington double sheave with arm removed and replaced. 

Symington outside bearing for shaft removed and replaced. 

Symington worm for operating shaft, removed and replaced. 

2 Body bolster stops removed and replaced. 

26 End chute boards, 10 in. wide or less, removed and replaced... 

4 Side chute boards removed and applied... 

4 Center chute boards removed and applied. 

2 Rod hangers on ends removed and applied. 

2 Sections 6 in. bevel strip removed and applied. 

Included in above. 

TOTAL . 


Actual 

Price 

$0,164 

Aver. Hrly. Earn. 
Favor. Unfavor. 

$0,246 $0,246 

1,140 

0.415 

0.402 

0.272 

0.468 

0.468 

2.340 

0.720 

0.622 

0.290 

0.580 

0.358 

1.480 

0.522 

0.468 

0.164 

0.394 

0.281 

0.160 

0.384 

0.273 

2.400 

0.685 

0.600 

0.460 

0.345 

0.345 

0.148 

0.355 

0.222 

0.720 

0.432 

0.360 

1.160 

0.480 

0.400 

1.160 

0.387 

0.331 

0.200 

0.300 

0.237 

0.580 

0.533 

0.434 

0.068 

0.408 

0.408 

0.217 

' 0.868 

0.521 

0.170 

0.340 

0.340 

0.068 

0.408 

0.408 

0.068 

0.408 

0.408 

0.224 

0.336 

0.266 

2.080 

0.347 

0.320 

0.320 

0.423 

0.423 

0.320 

0.320 

0.240 

0.592 

0.592 

0.473 

0.132 

0.317 

0.317 

$17,097 

$0,438 

$0,379 


From the above, which combines the prices with the times shown in Table 17, it appears that the mechanics on 
this job may receive average hourly earnings which vary from 37.9 cents to 43.8 cents as the result of conditions 
over which they have no control. 


165 












































TABLE 17. 

Time Required to Perform Certain Specified Heavy Repairs on Class G. N. Gondola Car. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

1 Moving tools, securing jacks, blocks, jack 
levers and four car trestles, placing car 

on trestles and removing trucks. 40 

2 End Sills removed and replaced. 2 45 


3 Platforms removed and replaced, 4 sec¬ 
tions ... 35 

4 2 Pair Draft Timbers removed and re¬ 
placed . 3 15 


5 Brake Staff and Board removed and re¬ 
placed . 30 


6 2 Body Bolsters removed and replaced... 2 50 


7 2 Release Levers removed and replaced.. 25 

8 2 Brake Hangers removed and replaced.. 20 

9 2 Tie Rods removed and replaced. 25 


10 2 Draft Sills removed and replaced. 3 30 

11 Framing Draft Filler full length of car. 1 20 

12 Draft Filler removed and replaced_... 25 

13 2 Cross Bearers removed and replaced... 1 40 

✓ 

14 4 Hopper Head Blocks removed and ap¬ 


plied . 2 25 

15 2 Drop Doors removed and applied. 3 


Pennsylvania Liries West. 
UNFAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

1 Moving tools, securing jacks, blocks, jack 
levers and four car trestles, placing car 

on trestles and removing trucks. 40 

2 End Sills removed and replaced. 

If nuts and turn buckles have to be cut, this 
will require .•!. 2 55 

3 Platforms removed and replaced, 4 sec¬ 
tions .'. 35 


4 2 Pair Draft Timbers removed and re¬ 
placed. 

If threads are rusted and bolts battered So 
that the nuts must be cut (happens about one- 
half the time) this will require. 3 45 

5 Brake Staff and Board removed and re¬ 
placed. 

In case nuts have to be cracked off and new 
bolts applied to the board, the time required 
will be .. 50 

6 2 Body Bolsters removed and replaced. 

About two-thirds of the time it is neces¬ 
sary to crack the nuts on the bolts, in which 


case it will take. 3 10 

7 2 Release Levers removed and replaced. 

When material is not in stock and mechanics 
must go to scrap bin, this will require. 35 

8 2 Brake Hangers removed and replaced. 

If one or both should be broken and new 

ones required . 30 

♦ 

9 2 Tie Rods removed and replaced. 

In case threads are damaged, or bolts are 
bent or broken and new ones are required.... 35 

10 2 Draft Sills removed and replaced. 

If nuts must be cut and sills are hard to 
loosen from floor . 4 

11 Framing Draft Filler full length of car. 1 20 


12 Draft Filler removed and replaced. 

In case new holes must be bored in the 


filler . 40 

13 2 Cross Bearers removed and replaced. 

When necessary to break nuts and broken 
cross bearer saddles. 2 


14 4 Hopper Head Blocks removed and ap¬ 
plied. 

In case tenons are too long or not properly 
framed at the mill, which is usually the case. 2 50 

15 2 Drop Doors removed and applied. 

In case frame is bent or lumber is not 
properly cut at the mill. 3 30 


166 
























TABLE 17 —CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

16 2 Couplers, secured from stock and applied 40 

17 2 Hopper Irons renewed, replaced and 

secured with bolts and nuts 1 5 

. 

) 

18 Removing and replacing Symington Bear- 

' ing . 10 

19 Removing and replacing Symington con¬ 
necting links . 15 


20 Removing and replacing Symington double 

sheave with arm . 30 

21 Removing and replacing Symington double 

bearing for shaft . 15 

22 Removing and replacing Symington worm 

for operating shaft . 10 

23 Removing and replacing 2 Body Bolster 

Stops . 40 


24 26 End Chute Boards removed and ap¬ 
plied . 6 


25 4 Side Chute Boards renewed and applied 
(cut, fit, bored and secured with bolts and 
nuts) . 45 


26 4 Center Chute Boards removed and ap¬ 
plied, (cut, fit, bored and secured with 
bolts and nuts) . 1 


27 Rod Hangers on two ends removed and 
applied .. 1 


28 2 Sections of 6 in. bevel strip removed 

and applied . 25 

29 Securing material from stock, including 

nuts, bolts, washers, striking plate, car¬ 
rier iron, followers, back castings, springs, 
timber plates, release levers, ratchet 
wheels, brake wheels, spikes, etc. 2 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

16 2 Couplers, secured from stock and applied. 

In case none are riveted up, two trips will 
be necessary . 50 


17 2 Hopper Irons renewed, replaced and 
secured with bolts and nuts. 

In case they are bent or broken and require 
welding . 1 20 

18 Removing and replacing Symington Bear¬ 
ing . 10 

19 Removing and replacing Symington con¬ 
necting links. 

In case pin holes are too tight another trip 


to the bins will be necessary. This will occur 
about one-half the time. 25 

. 

20 Removing and replacing Symington double 

sheave with arm . 30 

21 Removing and replacing Symington double 

bearing for shaft . 15 

22 Removing and replacing Symington worm 

for operating shaft . 10 

23 Removing and replacing 2 Body Bolster 
Stops. 

In case holes do not match those in draft 
sill . 50 

24 26 End Chute Boards removed and ap¬ 
plied. 

If the planks are not the proper width to fit 
the space .. 6 30 

25 4 Side Chute Boards renewed and applied 
(cut, fit, bored and secured with bolts and 

nuts) . 45 


26 4 Center Chute Boards removed and ap¬ 
plied, (cut, fit, bored and secured with 
bolts and nuts). 

If width of plank allows bolts to come be¬ 
tween planks, extra work is necessary. 1 20 

27 Rod Hangers on two ends removed and 
applied. 

If rods are not of correct length. 1 15 

28 2 Sections of 6 in. bevel strip removed 

and applied... 25 


29 Securing material from stock, including 
nuts, bolts, washers, striking plate, car¬ 
rier iron, followers, back castings, springs, 
timber plates, release levers, ratchet 
wheels, brake wheels, spikes, etc. 

In case bolts of right length or other parts 
are not in stock . 2 20 


Total Time . 39 Total Time . 45 


167 






























LIGHT REPAIR WORK, PENNSYLVANIA LINES WEST. 

An analysis of the work characteristic of light repair brings out in even more striking fashion the impossibility 
of applying piece work to the maintenance of equipment. 

In the first place much light repair work is done upon cars under load, often necessitating the moving of the 
load. As the character of the load to be moved and the amount of moving necessary may vary very widely it will 
be readily seen that a piece price, for the moving of such a load, would have little if any just relation to the effort 
involved. 

Take for instance the piece price for shifting endwise a lading consisting of pipe, requiring that from one to 
three pipes be moved. This price amounts to 21.7 cents. Yet the actual work involved may vary all the way from 
one hour and five minutes to two hours and five minutes, as follows: (1) finding car and moving tools, from 10 to 
20 minutes, according to whether or not the car is located near or far from the shop. Spacing the car, which is 
necessary two-thirds of the time, will add another fifteen minutes; (2) securing jack from tool room and brace to 
push load into position, 20 minutes; (4) jacking pipe into position, from 10 to 25 minutes, according to whether one 
or two or three pipes must be moved. About two-thirds of the time it is necessary to set jack a second time, 
adding another 45 minutes. (5) Removing jack and brace, 10 minutes. 

In other words this particular job may result in average hourly earnings varying between 20 cents and 10.4 
cents. 

An even more striking example of the great variation in man hours required to adjust the loading of a loaded 
car is to be found in the case where a gondola car is loaded with long structural material or logs. A price of 51 
cents applies to the job where from 4 to 8 pieces are to be moved, whatever the conditions encountered. This is 
another instance of loading to be shifted endwise. In this case the entire job, which follows approximately the 
same steps as were shown in the first case cited, may require from 1 hour and 5 minutes to 2 hours and 20 minutes, 
according to the number of logs to be moved and the necessity of resetting jacks and braces a second time. 

In other words average hourly earnings will vary according to circumstance between 45.7 cents and 21.8 cents. 

Another case is that in which bar iron, loose or in bundles, must be moved in order to apply draft or center 
plate bolts or center pins at one end of the car. This job of moving the contents of the car may require in man 
hours all the way from 40 minutes to 2 hours and 20 minutes; the varying conditions including size of bars to be 
moved, quantity to be moved, or whether or not they are wired together in large bundles, which are difficult to 
move. 

In other words the average hourly earnings may vary on the basis of the single price of 51 cents all the way 
from 76.6 cents down to 21.8 cents. 

Similarly the job of shifting endwise two feet or less double loads in open cars loaded with bridge spans or 
built up girders, two girders being moved may require from 2 hours and 40 minutes to 4 hours and 50 minutes, 
according to the distance which it is necessary to move the girders and to the number of operations involved. 
Whatever the variation in conditions the price remains $1.09, resulting in a variation in average hourly earnings 
from 40.9 cents down to 22.6 cents. 

\ 

Aside from this matter of variation in the amount of work required to-move the load the chief other variable 
factor encountered by the mechanic in light repairs is the extent to which the metal parts are bent or rusted. 

For instance the removing and replacing of an end sill on a 40 ton all-wood box car may take 1 hour and 15 
minutes or it may take 1 hour and 30 minutes, dependent entirely upon the condition of the truss rods, bolt threads 
and turnbuckles. The resulting variation in average hourly earnings on this job will be from 45.6 cents down to 
38 cents. 

Similarly to remove and apply a draft timber on the same car may take from 2 hours and 5 minutes to 2 
hours and 20 minutes, according to the condition of the bolt threads, the resulting variation in average hourly earn¬ 
ings being from 56.2 cents down to 50.2 cents. 

The job of removing and replacing a body bolster may require from 1 hour and 15 minutes to 1 hour and 35 

minutes, according to the condition of the bolts and nuts, with the result that hourly earnings will vary between 

46.4 cents and 59.2 cents. 

The job of removing and renewing two draft bolts on a 40 ton all-wood foreign gondola car may require from 

3 hours and 5 minutes to 3 hours and 50 minutes, according to the difficulty encountered in moving the coal in 

order to get at the bolts. The job will be priced as follows: Job Sheet No. 1710-C, Pennsylvania Lines West, 
1917—One load of coal dug 40 inches 73 cents, two bolts at 6.8 cents, or a total of 86.6 cents. The average hourly 
earnings will then vary between 28.1 cents and 22.6 cents. 

In all other cases the time shown is man hours where two men are employed. The variation in time is wholly 
independent of the skill and effort of the men. In practically all of them the difficult conditions prevail about 
one-half of the time. 


168 



! 


HEAVY REPAIRS TO G. S. D. 50 TON STEEL. CAR. 

Table 18 shows the man hours required to perform certain specified repairs on a class G. S. D. car. This is 
an all steel flat bottom, open top car with sides only about 4 ft. high. It has eight small drop doors. This type 
of car is used for hauling pig iron, sand, stone, logs, etc. 


Under the varying conditions shown, the average under favorable conditions being 46.2 cents, while with 
unfavorable circumstances approximately 11 additional hours of work are required and the average earnings fall to 
40.4 cents per hour. 

According to Job Sheet No. 1702-A, Pennsylvania Lines West, this work was paid for on the following basis. 
The average hourly earnings under favorable and unfavorable conditions are also shown for each job: 


1 . 

2 . 

3 . 

4. 

5. 

6 . 

7. 


Removing 4 floor sheets, including rivets cut. Paid for on basis of 200 Y\~ in. rivets 

cut at 3c each and 275 ^-in. rivets cut at 2c each, or. 

Replacing new floor sheets complete, paid for as follows: 20 rivets at 7.5c 

each, 70 J^-in. rivets at 6c each, 285 rivets at 5c each or . 

Straightening bulged end of car. 

Side of car, including flange or angle lined up.. 

Key bolt in door removed and renewed.. 

Chain worm removed and renewed, paid for as follows: Operating shaft removed 

and replaced at 28.5c, chain worm removed and replaced at 14.8 c, or . 

Spring applied to coupler. 

TOTAL ..'... 


Price 

Aver. Hrly. Earn. 
Favor. Unfavor. 

$11.50 

$0,482 

$0,398 

, 19.95 

0.545 

0.419 

0.80 

0.506 

0.320 

1.56 

0.644 

0.568 

0.103 

0.309 

0.137 

. .0433 

0.304 

0.274 

0.680 

0.453 

0.302 

,$35,026 

$0,462 

$0,406 


It is again evident that there is little relationship between piece prices and the time required to perform an 
operation even under the same general conditions. For under favorable conditions there is a maximum variation 
in average hourly earnings as between operations from 30.4 cents to 64.4 cents. 


TABLE 18. 

Time Required to Perform Specified Heavy Repairs on G. S. D. 50 Ton Steel Car. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Removing 4 floor sheets including (a) connect¬ 
ing up cutting hammer . 10 

(b) Cutting out 475 % in. rivets, in¬ 
cluding backing out rivets. 23 

(c) Removing old sheets. ’ 40 


Replacing New Floor Sheets, including: 

(a) Delivering sheets for supply yards. 8 

(b) Securing fitting up bolts from bins. 15 

(c) Fitting up floor sheets complete.... S 

(d) Reaming holes ready to rivet. 7 

(e) Getting rivets from bins. 20 

(f) Riveting up floor, 475 rivets. 21 


Straightening Bulged End of Car. 

Including securing jacks, 10 minutes; set- 
ing jacks and jack blocks, 20 minutes; se¬ 
curing and connecting heating torch, 20 
minutes; heating top angle, 15 minutes; 
jacking end of car to proper place, 20 min¬ 
utes; removing jacks, 10 minutes. 


Pennsylvania Lines West. 

UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Removing 4 floor sheets including (a) connect¬ 
ing up cutting hammer . 10 

(b) Cutting out 475 % in. rivets, includ¬ 
ing backing out rivets. 

If rivets have collars on them between 
sheets and other parts of car, it is necessary 
to cut rivets out a second time. This condi¬ 
tion prevails about one-half the time and in¬ 


creases the time to. 28 

(c) Removing old sheets. 40 

Replacing New Floor Sheets, including: 

(a) Delivering sheets for supply yards. 8 

(b) Securing fitting up bolts from bins. 15 

(c) Fitting up floor sheets complete.... 8 

(d) Reaming holes ready to rivet: 


About two-tliirds of these floor sheets do not 
fit the car properly and it makes it difficult to 
ream holes. The employe must begin with a 
% in. bit and then increase to a % in. bit, re¬ 


quiring under these conditions. 10 

(e) Getting rivets from bins. 20 

(f) Riveting up floor, 475 rivets. 21 


Straightening Bulged End of Car. 

In case torch tank must be filled and end 
stiffners must be heated, 55 minutes must be 
added, making . 2 30 


169 






























TABLE 18—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Side of Oar, including Flange or Angle Lined 

up, includes securing jacks and blocks and 
placing them in position, 40 minutes; se¬ 
curing heating torch and heating angle, 

30 minutes; pulling top angle into posi¬ 
tion, 20 minutes; resetting jacks and pull¬ 
ing in other parts of angle, 35 minutes; 
removing jacks and braces, 20 minutes; or 
a total . 2 25 

Removing and renewing one key bolt in door, 

including removing key bolt from hinge, 

5 minutes; securing key bolt from store 
room, 10 minutes; applying new key bolt 
and cotter, 5 minutes.. 20 


Chain Worm removed and renewed 1 25 


Coupler partly removed to apply spring, in¬ 
cludes securing jacks and placing them un¬ 
der coupler, 15 minutes; removing 10 % 
inch bolts from coupler pin, 20 minutes; 
lowering couplers and removing followers 
and springs, 10 minutes; replacing springs 
and followers, 20 minutes; jacking coup¬ 
ler to place, 5 minutes; replacing 10 % 
inch polts, 20 minutes. 1 30 


Total Time . 75 40 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min, 

Side of Car, including Flange or Angle Lined 
up. 

About half the time it is necessary for em¬ 
ploye to go to the mill and have a brace cut 
off to proper length, adding 20 minutes. 2 45 


Removing and renewing one key bolt in door. 

If key bolt is rusted in hinge, which is the 
case about two-thirds of the time, it will take 
15 minutes to remove it, and if there are no 
key bolts in stock the employe must go to 
scrap bins, which happens about one-third of 
the time, adding 10 minutes to this time, mak¬ 
ing total .. 45 

Chain Worm removed and renewed. 

If worm is rusted and bent on shaft, which 
is true about one-half the time, it will require 
an additional 10 minutes, or. 1 35 

Coupler partly removed to apply spring. 

In case no jacks are handy, which is the 
case about one-half the time, the employe must 
go to another department, taking 25 minutes 
for this. If bolts are rusted they must be cut 
off with hammer and chisel, requiring 40 min¬ 
utes for removal, a condition which also pre¬ 
vails about one-half the time. If followers 
must be sledged into place, this will make 
necessary 35 minutes for replacing springs and 


followers . 2 15 

Total Time . 86 15 


HEAVY REPAIRS ON CLASS G. P. 50 TON CAR. 

Table 19 shows the man hours required to perform certain specified repairs on an all-steel open top 50 ton 
car with eight side dump doors. In 1917 work on this car enabled mechanics to earn a considerably higher average 
hourly rate than work on other cars. The average hourly earnings for the 25 hours more or less required to carry 
out the specified operations varied between 47.9 cents and 54.8 cents. 


According to Piece Work Job Sheet No. 1702-A the work was paid for as follows, the average hourly earnings 
under differing circumstances being also given: 


8 Side sheet patches, includes: (a) Cutting out 104 fain. rivets at 3c; (b) punching 24 
holes in side sheet at 2.6c; (c) driving 20 fain. rivets at 7.5c; (d) driving 70 fain. 

rivets at 6c; (e) driving 38 fain, rivets at 5c. 

5 Doors straightened, at 6.8c. 

10 Toggle arms removed and renewed at 6.8c... 

Operating shaft removed and renewed, including operating shaft at 21.7c, and chain 

worm at 14.8c. 

Brake board and staff removed and renewed, includes brake staff removed and re¬ 
placed at 17c, and brake board renewed at 29c. 

Knuckle lock and set removed and renewed. 

TOTAL . 



Aver. Per Hour 

Price 

Favor. 

Unfavor. 

$11,344 

$0,651 

$0,615 

.540 

.360 

.281 

.680 

.326 

.326 

.365 

.313 

.199 

.460 

.306 

.230 

.080 

.240 

.121 

$13,469 

$0,542 

$0,479 


This merely adds another instance of the variation in a mechanic’s hourly earnings, amounting in this case to 
Uy 2 per cent, the result of conditions entirely outside of the mechanic’s willingness to do his best. 


170 






















TABLE 19. 


Time Required to Perform Specified Repairs on Class G. P. 50 Ton Steel Car. 


(Time shown for three men.) 

FAVORABLE CONDITIONS. 
Operations. 


Hrs. Min. 


8 Side Sheet Patches, includes securing ham¬ 
mer and connecting to hose, 15 min.; 
cutting out 104 %-in. rivets, 4 hrs.; secur¬ 
ing and fitting up patches, 5 hrs.; getting 
fitting up bolts from bins, 10 min.; punch¬ 
ing 24 rivet holes in side sheet, 30 min.; 
reaming 128 holes, 1 hr. 30 min.; driving 
128 %-in. rivets, 6 hrs.; or a total of_17 

5 Doors Straightened, includes securing jacks 
and jack blocks, 20 min.; placing jacks 
against five doors and blocking opposite 
Side of doors, 40 min.; jacking 5 doors into 
position, 20 min.; removing jacks from 
car, 10 min.; or a total. 1 

Toggle Arms removed and renewed, includes 
removing old arms, including cotter keys, 

20 min.; securing 10 new arms from sup¬ 
ply yards, 20 min.; fitting toggle arms so 
that they will rest properly on bearings, 

30 min.; replacing toggle arms ’Complete, 
including connections, adjusting arms and 
applying cotters, 55 min.; or a total of.. 2 

Operating Shaft removed and renewed, in¬ 
cludes removing old shaft. 20 min.; secur¬ 
ing new shaft from supply yards, 15 min.; 
replacing new shaft, including cotters, 35 
min.; or a total of. 1 


Brake Board and Staff removed and renewed. 

This includes removing brake board and 
staff, 15 min.; securing new board and 
new staff, 20 min.; getting bolts from bins, 

10 min.; replacing brake board and staff, 

20 min.; replacing brake wheel and 
bracket, 25 min.; or a total of. 1 

Knuckle Lock and Set removed and renewed, 

includes removing old lock, 5 min.; secur¬ 
ing new one, 10 min.; replacing lock, 5 
min.; or a total of.*. 


Checking up work with Piece Work Inspector 

includes locating Inspector, checking job. 
etc. 


25 


30 


10 


30 


20 


Total Time 


24 


55 

55 


Pennsylvania Lines West. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

8 Side Sheet Patches. 

About one-third of the time rivets have col¬ 
lars on them between the sheets and require 
cutting off a second time, in which case an 
hour is added. 18 25 


5 Doors Straightened. 

If it is necessary to go to another depart¬ 
ment after jacks, 10 min. must be added. 

About three-fourths of the time it is necessary 
to set jacks a second time, which adds 15 min. 

Under these conditions the total time will be. 1 55 



Toggle Arms removed and renewed. 2 

Operating Shaft removed and renewed. 

About one-third of the time the old shaft is 
bent or foul in the chain work, which condi¬ 
tion adds 30 minutes to the time. About one- 
third of the time the new chain worm end of 
the shoft will be too large for the chain worm 
to fit on. This will add 15 minutes for grind¬ 
ing the shaft to fit. The time will be. 1 

Brake Board and Staff removed and renewed. 

About one-half of the time Shoulder on brake 
staff is too large to fit into ratchet wheel; to 
grind this down adds 30 minutes, making time 2 


Knuckle Lock and Set removed and renewed. 

About one-third of the time the lock is bent 
and foul in the coupler head, requiring an ad¬ 
ditional 10 minutes for removal. Similarly the 
mechanic may have to go to the scrap bins for 
a new lock, adding another 10 minutes, and 
making the time . 

Checking up work with Piece Work Inspector 

includes locating Inspector, checking job, 
etc. 1 

Total Time . 2S 


55 


40 

10 

10 


REBUILDING CLASS G. L. 50 TON CAR. 

Table 20 shows the number of man hours required to rebuild a class G. L. 50 ton steel car under favorable 
and unfavorable conditions. The man hours are based upon the work of three men and show a variation from 


171 














I 


approximately 358 to approximately 390, or by 32 hours. In other words working for the same amount of money 
the employees may be called upon to work 30 additional hours through circumstances over which they have nor 
control. 

According to the price list for Pennsylvania Lines West the men are paid for the work as follows: 

Price 

200 Rivets cut out at 3c each. $6.00 

1750 Rivets cut out at 2c each. 35.00 

20 Rivets driven at .075 each. 1-50 

70 Rivets driven at 6c each. 4.20 

410 Rivets driven at 5c each. 20.50 

1450 Rivets driven at 4c each.*. 58.00 

Operating shaft, including all bearings and castings. 

2 Shafts at 29c each .58 

4 Doors renewed at .114 each.456 

Drop doors adjusted and wind up 2 shafts at .114 each.228 

2 Drop door pawls at 8c each.16 

2 Body center plates at .217 each.4^4 

8 Coupler follower stops at .068.544 

3 Cross tie braces at 28c each..84 

2 Couplers removed and replaced complete at $1.03. 2.06 

2 Release lever carmer at .114.228 

Brake board and staff complete.36 

TOTAL EARNINGS ....,..$131.09 

This enabled them to earn on the average per hour from 33.5 cents to 36.5 cents. 


TABLE 20. 

Time Required to Rebuild G. L. 50 Ton Car. 


(Three men on the job.) 

FAVORABLE CONDITIONS. 
Operations. 


Hrs. Min. 


Pennsylvania Lines West. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Jacking Up Car, including securing Jacks, 
Blocks and Trestles . 


Connecting hammer and reamers to perform 
the entire job will require about. 4 

Removing Couplers . 

Securing Scaffold and Scaffold Boards and 
Placing same in position. 


Cutting out about 1,950 Rivets and backing 
out same . 80 


Jacking Up Car, including securing Jacks, 

40 Blocks and Trestles. 

At times employe finds it difficult to procure 
jacks or jack blocks and finds it necessary to 
go to another department to obtain one. This 
is true about one-third of the time and it will 
require ab'out . 1 

Connecting hammer and reamers to perform 
the entire job will require about. 4 

40 Removing Couplers . 

' ♦ 

Securing Scaffold and Scaffold Boards and 
40 placing same in position. 

If all of scafford or scaffold boards are being 
used or it is necessary to go to another de¬ 
partment to secure them, which is true about 
one-third of the time, will require about__ 1 

Cutting out about 1,950 Rivets and backing 
out same. 

In cutting out the 24 %-in. rivets in the 
center sills around the body bolster of a Class 
G L car, employe generally finds it impossible 
to back these rivets out and it is necessary to 
drill them out. This is true about two-thirds 
• of the time and will mean about. 85 


40 


30 


172 






























TABLE 20—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Replacing Center Sills and Fitting lip all parts 
of body complete, including end sills and 
doors . 74 


Reaming out holes in end sills, follower stops 
and doors complete. 60 


Driving Rivets in car complete, including all 
parts of body and doors .120 

Fitting up door shaft and all door castings, 
including all door connections complete.. 10 


Winding up doors and locking same. 1 

Replacing 2 Couplers, including lift levers.... 4 

Applying Brake Board and Staff. 50 

Applying Card Boards and all Cotters and 

placing car on trucks. 50 

Locating Inspector and Checking up work.... 2 

Total Time ..358' 40 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Replacing Center Sills and Fitting up all parts 
of body complete, including end sills and 
doors. 

In fitting up a car complete where sills and 
side sheets or body require heating and 
straightening, employe will find parts are out 
of line, which makes it difficult to fit parts 
properly. Employe finds this true on one-half 
of the cars and it increases the time required 
to . 85 

Reaming out holes in end sills, follower stops 
and doors complete. 

In reaming out holes in the metal parts of 
a car that have been heated, employe will find 
that in some instances the resistance of the 
metal against the reamer bit will be greater 


and this will increase the time to about . 70 

Driving Rivets in car complete, including all 
parts of body and doors .120 


Fitting up door shaft and all door castings, 
including all door connections complete. 

In rebuilding a class GL car, employe when 
fitting up the door shafts and connections will 
find that the sills are not perfectly straight 
• and this will cause the door shaft to operate 
improperly in which case the fitting up will 


require about . 15 

Winding up doors and locking same. 1 

Replacing 2 Couplers, including lift levers.... 4 

Applying Brake Board and Staff. 50 

Applying Card Boards and all Cotters and 

placing car on trucks. 50 

Locating Inspector and Checking up work.... 2 

Total Time .390 50 


APPLYING MODIFIED DOOR CHANNELS, CORD ANGLES, AND INSIDE GUSSET WINGS TO CLASS H-21, 70 TON CAR. 

Table 21 shows the number of man hours required to perform certain specified repairs to a class H-21 car. 
This is an all-steel open top car with 16 drop doors. It is generally used for hauling coal and coke. After this 
car was built it was inclined to give down in the center. It was necessary to remove the top side angles and to 
apply w r hat is_ known as the bulb angle, and to this angle was applied a reinforcement known as a cord angle. This 
angle is riveted on top of bulb angle and is not quite as long. It was also necessary to reinforce the doors. This 
w r as done by applying a large and different type of door angles and generally this car was changed to class H-21-A 
and stenciled 70 ton. 

The nature of the heavy repairs included in table 21 is shown in the following price list, based on Piece Work 


Job Sheet No. 1702-A, Pennsylvania Lines West: 

16 Drop doors fitted up at .114 each. $1,824 

200 Rivets cut out at .03 each.i'. 6.00 

46 Rivets cut out at .02 each.92 

20 Rivets driven at .075 each. 1.50 

70 Rivets driven at .06 each. 4.20 

396 Rivets driven at .05 each. 19.80 

2 Holes drilled at .145 each.29 

48 Holes drilled at .052 each.. 2.496 

50 Holes drilled at .041 each... 2.05 

18 Holes drilled at .031 each.558 

8 Eye bolts removed* and renewed at .103 each.824 

8 Lever connection pins renewed at .017 each.136 


TOTAL .$40,598 


From the time required it is apparent that this will mean average hourly earnings varying from 50.5 cents 
under favorable conditions down to 46.9 cents when conditions are unfavorable. 

173 































TABLE 21. 

Time Required to Apply Modified Door Channels, Cord Angles and Inside Gusset Wings to Class H-21 Car. 

Pennsylvania Lines West. 


FAVORABLE CONDITIONS. 
Operations. 

Locating car and moving tools. 


A 


Collecting up air hammer and drilling machine 
for entire job.. 


Hrs. Min. 
10 

30 


Cutting old doors apart. This requires cutting 
about 208 rivets. 8 


Fitting up new door channels and hinge straps 
complete . 6 

Reaming out about 320 94-in. holes. 6 

Driving about 320 94-in. Rivets. 20 

Hanging doors on car. 10 


Connecting up and adjusting eye bolts on op¬ 
erating gear . 4 


Winding up doors and locking same. 3 

Placing cord angle to position and securing 


same 


Drilling about 102 94-in. holes through bulb 
angle ..:. 6 

Driving about 102 94-in. rivets. 7 

Removing clamps from bulb angle. 

Cutting out rivets for inside stiffeners. 2 

Drilling 16 96-in. holes through side sheet and 
side stake . 1 

Fitting up 4 side stiffeners and reaming out 
holes . 2 

Driving about 64 96-in. rivets. 2 

Locating inspector and turning in job. 


20 


40 


40 


Total Time . 80 20 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Locating car and moving tools. 10 


Collecting up air hammer and drilling machine 
for entire job. 

If there are no hose ports near the car or 
other employes are using same, making it 
necessary to secure a port hose to reach an¬ 
other hose port, it will require about. 

Cutting old doors apart. This requires cutting 
about 208 rivets. 

If rivets in the hinge straps have collars on 
them between the door and hinge straps, which 
is true with about y 2 of the rivets, it will re¬ 
quire about .. 10 

Fitting up new door channels and hinge straps 
complete. >. . 6 

Reaming out about 320 94-in. holes. 6 

Driving about 320 94-in. Rivets. 20 

Hanging doors on car. 

If hinge straps do not fit hinge on car prop¬ 
erly and it is necessary to adjust hinge straps 
which is necessary on about one-third of the 
doors, it will require about. 12 

Connecting up and adjusting eye bolts on op¬ 
erating gear. 

If it is necessary to disconnect eye bolt to 
adjust second time, which is true on about two- 
thirds of the doors, it will require about. 5 

Winding up doors and locking same. 3 

Placing cord angle to position and securing 
same. 

If employe has no clamps and it is neces¬ 
sary to obtain them from some other gang, 
which is true about one-half of the time, it 
will require about . 1 

Drilling about 102 94-in. holes through bulb 
angle . 6 

Driving about 102 94-in. rivets. 7 

Removing clamps from bulb angle. 

Cutting out rivets for inside stiffeners. 2 

Drilling 16 96-in. holes through side sheet and 
side stake . i 

Fitting up 4 side stiffeners and reaming out 
holes . 2 

Driving about 64 96-in. rivets. 2 

Locating inspector and turning in job. 

If inspector is engaged on another job or 
is busy in the office, it will require about. 1 


Total Time 


86 


45 


30 


20 


40 


174 


$5 









































FREIGHT CAR TRUCK REPAIRS. 

Finally two instances showing the variable conditions prevailing in the matter of repairs to freight car trucks 
may be cited. 

The job of removing and renewing two pair of wheels on the same Bettendorf truck in the case of a car under 
load will require from 5 hours to 6 hours and 20 minutes, divided as follows: 

Locating car and moving tools will require, according to location of the car, from 10 to 20 minutes (two men 
from 5 to 10 minutes each). 

Loading jacks and jacking up loaded car, according to the difficulty in finding jacks, from 1 hour to 1 hour 
and 15 minutes. 

Removing side frames and rolling out wheels from 1 hour and 10 minutes to 1 hour and 30 minutes. 

Replacing new wheels on track, from 20 to 40 minutes. The variation in these last operations depends upon the 
amount of room which the employees have between cars and upon the condition of the track. In case it is not 
filled in from the top of the ties to the T rail it will be necessary to lift the wheels over the top of the rails. 

Replacing wheels, including spring plank and brake beams, 1 hour and 40 minutes. 

Replacing trucks under car, 20 minutes. 

Locating inspector and checking up work done, from 20 minutes to 35 minutes. 

The job is paid for according to Piece Work Job Sheet 1703-D, Pennsylvania Lines West, as follows: 


. Price 

2 Pair wheels renewed, Bettendorf truck... $1.03 

2 Brake beams removed at .068 each.136 

2 Brake beams replaced at .08 each. 16 

1 Spring plank removed and replaced.63 

1 Truck removed and replaced. 51 


TOTAL PRICE... $2,466 

With the variation in time this will mean average hourly earnings varying from 49.3 cents down to 38.9 cents. 

Another truck job involves the removing and renewing of one bolster and one spring plank, including one 
arch bar on a Pool Line Arch Bar Truck Car. 


According to Piece Work Job Sheet 1703-D, Pennsylvania Lines West, this job is paid for as follows: 


J" 


I Price 

1 Arch bar renewed at...*..... $ .057 

1 Bolster renewed at..36 

1 Spring plank renewed at.29 

2 Brake beams removed and replaced at .068 each.136 

2 Column bolts renewed at .17 each.228 

4 Box bolts renewed at .057 each.114 

1 Truck removed empty car.08 

1 Truck replace...08 

— 

TOTAL PRICE.$1,685 


As the time required to perform the job may vary between 4 hours and 10 minutes and 5 hours and 50 minutes, 
this will mean a variation in average hourly earnings between 40.4 cents and 28.9 cents. The actual time required 
is shown in Table 22, immediately following. 


TABLE 22. 

Time Required to Remove and Renew One Bolster and One Spring Plank, Including One Arch Bar on Pool Line Arch 

Bar Truck Car. Pennsylvania Lines West. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Locating car and moving tools 


Securing jacks and jacking up car 


10 Locating car and moving tools. 

If employe is located near one end of shop 
track and it is necessary to move to or near 
the opposite end, which is often the case, it 
will require about . 20 

25 Securing jacks and jacking up car. 

At times it is necessary for employe to go to 
another department to secure a jack or wait 
on another employe to get through with one, 
and this would require about . 40 


175 























TABLE 22—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Removing bolster and spring plank. 1 20 


Getting new journal bolts and box bolts from 


bolt pins . 10 

Replacing spring plank and truck bolster, in¬ 
cluding new arch bar complete. 1 30 


Replacing truck under car. 15 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Removing bolster and spring plank. 

If nuts on column bolts and journal box 
bolts are rusted or the threads are battered 
and it is necessary to cut nuts off with ham¬ 
mer and chisel, which is true about two-thirds 
of the time, it will require about. 1 50 

Getting new journal bolts and box bolts from 

bolt pins . 10 


Replacing spring plank and truck bolster, in¬ 
cluding new arch bar complete. 

In applying a new arch bar in a truck about 
one-half of the time employe will have trouble 
in entering the column bolts and journal bolts, 
due to the improper bend in the arch bar or 
holes in the old parts and this will require 
about . 2 

Replacing truck under car. 15 


Locating inspector and checking up work done 20 Locating inspector and checking up work done. 

If inspector is engaged on another job or is 
busy in the office, which is true about one- 
half of the time, it will require about. 35 

Total Time . 4 10 Total Time . 5 50 


SECTION 4. ANALYSIS OF PIECE WORK AS A METHOD OF PAYMENT FOR FREIGHT CAR REPAIR— 

PENNSYLVANIA RAILROAD LINES EAST. 

The Tables in this section, (Tables 23 to 33) present a similar picture of the conditions which prevail in car 
repair work. The repair work shown is done by a gang employed at an important shop point on the Eastern Sec¬ 
tion of the Pennsylvania System. In this section more emphasis is placed upon the inapplicability of piece payment 
to light repair work. 

Certain new aspects of the attempt to pay for railroad shop work by the piece appear in this section. For in¬ 
stance where cars are loaded double because certain structural pieces are too large for a single car, this load may 
shift. In such cases the mechanics are assigned the job of restoring the load to a safe position for further transit. 
There is no possibility of fixing a standard time for such a job, and yet a price is set for it graduated to tenths of 
a cent. Again a price is set for removing and replacing a load in order to get at parts which must be renewed. 
Here again no standard time can be set. 

The difficulties which appear in various combinations are not different from those already described in the 
preceding sections. They may be summarized by saying that equipment may be rusted, bent, jarred out of line and 
jammed to a greater or a less extent and that the variation in necessary work cannot be forecast or measured to 
any close degree of accuracy. Any attempt to pay for car repair work on a piece price basis with any approxima¬ 
tion to justice would call for an appraisal and the setting of a price on each assignment which would mean the intro¬ 
duction of a personal and arbitrary factor which would be intolerable. 

In the face of these conditions such bases of payment as those shown in connection with Tables 23, 24, 25 and 26 
to cite but a few illustrations are enough to show the fallacy of the system. The checking of work by such a large 
number of minute prices seems almost a travesty on just and economical wage payment. It should be noted that 
there are many instances where the payment for different jobs is the same, although the actual work may vary 
widely. In other instances the price differentials between jobs amount to a tenth of a cent, or a few tenths of a 
cent, which presupposes the claim on the part of the management that it can graduate such jobs down to fractions 
of a minute o’f an average mechanic’s time, which the analysis shows to be utterly impossible. In other words the 
claims of those who are attempting to restore this method of payment are hollow, because they rest upon a funda¬ 
mental insincerity. 


176 














This will be very obvious upon a real study of the schedule itself which is shown in the appendix. This sched¬ 
ule of the Pennsylvania System for lines East is presumably the result of many years of experience, is not only 
lacking in relationship to the time required to perform the work covered, but is so complicated and intricate of appli¬ 
cation as to be impracticable as a basis for just and reasonable wage payment. In its minute graduation it establishes 
claims to accuracy which are insincere and can only have been developed as a false justification or as a means 
to confusing the employes who were paid upon an arbitrary basis. A study of the entire book upon the basis shown 
in the following tables will serve to emphasize these facts. Such a study can alone afford a basis for passing judg¬ 
ment upon piece price payment as a method of management in the railroad shops. 

Light Repairs to Freight Cars—Pennsylvania Lines East. 

The following are a series of light repair jobs on various cars which might be assigned to any car repair gang 
over a series of days. They are arranged car by car as they would come to the gang and the average hourly earn¬ 
ings are worked for each car assigned rather than for each specific job. The net result of the analysis of these 20 
odd assignments supplements the general conclusions which have been drawn from the jobs previously analyzed. 
This, is that railroad equipment maintenance varies so much from time to time that no piece price can bear a real re¬ 
lationship to the work done. The result is on the one hand to create acute dissatisfaction through the constant 
suspicion that favoritism prevails in the assignment of jobs and on the other hand to render almost essential the 
checking of jobs which are only partially done* or which are not done at all. 


SPECIFIED REPAIRS TO CLASS G. R. STEEL. UNDERFRAME 50 TON GONDOLA. 

A gang of two men will be assigned to a car of the above description under load to make the following re¬ 
pairs: 

# 

(1) . Remove and Renew One End Sill Link. This job will require from 20 to 30 minutes. The variable fac¬ 
tor is the condition of the link. If it is rusted and bent it will be necessary to cut off nut and bolt with cold cut¬ 
ter and sledge and to back out with punch. This latter condition is true about two-thirds of the time. 

(2) . Remove and Renew One Brake Lever. This will require from 10 to 15 minutes according to the condi¬ 
tion of key bolts and cotter keys. If these are rusted they must be cut off and key bolt knocked off with hammer. 
This latter condition is true about one-half the time. 


(3) . Remove and Renew One Side Hand Hold. This will require about 10 minutes under conditions which 
generally prevail. 

(4) . Remove and Renew One Knuckle Pin. This will require from 4 to 17 minutes according to the condition 
of knuckle pin which if bent requires punch and sledge to remove. This conditions prevails about one-fourth of 
the time. 

(5) . Replace One Double Load When Shifted Out of Position. The term double load refers to cases where 
long material such as lumber or structural material must be loaded on two cars. In transit this shifts out of posi¬ 
tion and must be restored to position for further safe transit by means of jacks. The load in this case consists of 
iron in each car with part of it so long that it is l'oaded in two cars. The time required to perform this is from 6 to 
8 hours. The extra time will be consumed in case blocks, hydraulic jacks, ratchet jacks, pedestals and load irons are 
in remote parts of the shop and must be trucked down on a wheel buggy. Frequently the weight to be moved is 
so great that jacks give way and extra jacks must be secured. The unfavorable condition will prevail about one- 
half of the time. 


Apply Two Load Clamp Pieces. This will require one hour. 

Spreading Cars Apart. This is necessary in order to take up the draft rigging slack after adjusting the load. The 
time varies on account of the difficulty in locating screw jacks between two and three hours, the difficult circum¬ 
stances prevailing about one-fourth of the time. 


Replace Two Load Bearing Pieces. This requires 40inutes. 


In connection with certain of the above jobs it will require from 15 to 20 minutes to get the material. In going 
from one car to another from 15 to 20 minutes will be consumed according to distance and to difficulty in locat¬ 
ing inspector. 

The total man hours required to perform the light repair jobs specified will be from 10 hours and 45 minutes to 
14 hours and 42 minutes. 

According to piece work schedule for Pennsylvania Lines East Freight Car Work, these jobs will be paid 
for on the following basis: 


1 

1 

1 

1 

1 

2 

2 

2 



.(Sec. 56) 

(Art. 14) 

$0.13 8 


.(Sec. 19) 

(Art. 8) 

.08 3 

Bent side hand hold.. 

.(Sec. 44) 

.(Sec. 39) 

(Art. 1) 
(Art. 16) 

.09 8 
.07 0 

Shifted replace double load (24) Rails.. 

.(Sec. 53) 

.(Sec. 54) 

(Art. 2) 
(Art. 23) 

2.21 7 
.27 6 

Apply center loaa ciamp pieces. 

.(Sec. 55) 

(Art. 10) 

.55 5 

Spreading cars apart. 

.(Sec. 54) 

(Art. 2) 

.33 2 

Shitted load bearing pieces.• • • • 



$3.77 9 


177 
















In other words, as the result of conditions over which the mechanics have no control their average hourly 
earnings may vary from 35.2 cents down to 25.7 cents. 

REMOVING AND REPLACING G DRAFT BOLTS IN CLASS G. N. 40 TON WOOD HOPPER CAR LOADED WITH COAL. 

In order to get at the draft bolts it will be necessary to remove the load of coal from that portion of the car. 
After completing the job this coal must be replaced. This handling of the coal will require from 2 hours and 30 min¬ 
utes to 3 hours and 30 minutes, according to whether or not it is necessary to apply temporary planks to retain 
the coal which is shifted, or if coal falls out and must be replaced. 

Collecting material will require from 15 to 30 minutes according to the accessibility of planks to hold coal, and 
new draft bolts. 

Removing Six Draft Bolts will require from 30 to 50 minutes. The difficulty in this case will be caused by 
the bent condition of the bolts or the fact that the timbers have shifted rendering it difficult to back out the 
bolts. This is true about one-half of the time. 

Applying Six Draft Bolts will take from 30 to 50 minutes. Difficulty will 'be the result of wrong position of 
floor cups. These being not directly over the bolt hole positions in sills and timbers. The floor cups must be re¬ 
located. This is true about one-half of the time. 

From 15 to 30 minutes will be spent in getting to the next job, the variable factor being to find the inspector 
and the distance to the next car. 

According to Piece Work Schedule for Pennsylvania Lines East this work would have been paid for as follows: 


Broken draft bolts (Sec 11) (Art. 6 ).. $0,498 

Acct. Repairs Load (1 end) (Coal) (Sec. 53) (Art. 8 ) .832 

TOTAL . $1,330 


As the total time for performing this work would vary between 4 hours and 6 hours and 10 minutes the aver¬ 
age earnings of the gang on this work would vary between 33.2 cents and 21.6 cents per hour. 

SPECIFIED REPAIRS TO CLASS X23 STEEL FRAME 50 TON BOX CAR. 

Table 23 shows the variation in the time required to carry out certain specified repairs on a steel frame Box Car, 
the work being done by three men in the Lucknow Yard of the Pennsylvania Railroad. 


TABLE 23. 

Time Required to Perform Specified Light Repairs to Class X 23 Steel Frame Box Car. * 

Pennsylvania Lines East. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Remove and renew door post latch, includes 
4 ^-in. rivets cut, 4 %-in. rivets driven, 

4 %-in. holes drilled . 40 

Removing and renewing door facing strip .... 30 


Removing and renewing door style, includes 35 
lb. steel straightened on bed, 32 ^-in. 
rivets cut, 32 rivets driven, 32 holes drilled 3 50 

L Side Door removed . 30 


1 Side Door applied. 30, 


1 Door Stop removed. 10 


Operations. Hrs. Min, 

Remove and renew door post latch. 

When rivets are loose and holes difficult to 
drill . i 

Removing and renewing door facing strip. 

When drifting is difficult. 40 


Removing and renewing door style. 

When rivets are loose and part difficult to fit 6 40 


1 Side Door removed. 

1 side door removed when the styles are bent 
and hangers twisted so as to bind the door 
and it requires bars and jack handles and 
sledges to remove from rail. This is true in 
about three-fourths of the time. >,.. 40 

1 Side Door applied. 

1 side door applied when rails have short 
bends and cause the door to bind and you have 
to drive and bar the door in order to get it to 
slide on rail. This is true in about three- 
fourths of the time. 40 

1 Door Stop removed. 

1 door stop removed when all bolts have 
been riveted and you will have to cut the nuts 
with cold chisel and hammer. This is true in 
three-fourths of the time . 20 


178 















TABLE 23—CONTINUED. 


■favorable conditions. 


Operations. Hrs. Min. 

L Door Stop applied. 10 

Removing and renewing side bearing; 4 %-in. 

rivets cut, 4 %-in. rivets driven.. 25 

2 ft. 2% in. floor removed. 30 

2 ft. 2% in. floor applied. 30 

1 End Sill Straightened (1 side). 2 


\ 

1 Door Hasp Keeper removed . 5 

1 Door Hasp Keeper applied, includes 2 %-in. 
rivets cut, 3 %-in. rivets driven, 3 %-in. 
holes drilled . 32 

1 End Sill Hand Hold removed. 2 %-in. rivets 

cut . 10 

1 End Sill Hand Hold applied. 2 %-in. rivets 

driven . 15 

1 Sill Step removed, 4 %-inch rivets cut. 20 

1 Sill Step applied, 4 %-in. rivets driven. 20 


Time to remove all steel parts when making 
repairs for which there are no prices-r-fit- 
ting and rearming and cutting off rivet the. 
second time . 0 



Collecting material from store house 




Total Time 


UNFAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

1 Door Stop applied. 10 

Removing and renewing side bearing. 

When holes match poorly. 30 

2 ft. 2% in. floor removed. 

When nails are long and clinched under 
stringers . 40 

2 ft. 2% in. floor applied. 

When it requires jack to force planks in 
place . 40 


1 End Sill Straightened (1 side). 

1 end sill straightened (1 side) when it re¬ 
quires extra trips to tool house for jacks and 
gathering from platform of jack blocks and 
collecting of blow torch and oil tank. This is 


true in about three-fourths of the time. 3 

1 Door Hasp Keeper removed. 

When rivets are loose. 10 

1 Door Hasp Keeper applied. 

When holes are hard to match. 49 

1 End Sill Hand Hold Removed. 

When rivets are loose. 15 

1 End Sill Hand Hold applied. 

When hand hold must be bent to match holes 20 

1 Sill Step Removed. 

When rivets are loose and collared. 25 

1 Sill Step applied. 

When holes do not match well. 25 


Time to remove all steel parts when making 
repairs for which there are no prices. 

Time in fitting and reaming when it re¬ 
quires cutting off of rivets several times and 
wedging apart of broken and bent parts that 
requires -repairs, also the connecting and dis¬ 
connecting of hose, collecting of tools from 
tool house, oiling of tools in order that they 
will keep in proper running order, changing 
of drills and reamers, refilling rivet heater 
tank with oil, all this is work performed, for 
which there is no listed price. All that you 
are paid for is cutting and driving rivets and 
drilling of holes . 8 

Collecting material from storehouse. 

Collecting material that the store house is 
out of, from the various material bins and 
shops that make up the main shop material 
that the store house should have in stock at v 

all times, standard material for P. R. R. cars; 
this is true in about three-fourths of the time 1 20 

Total Time . 26 44 


179 




























According to the Piece Work Schedule for Pennsylvania Lines East this series of jobs would be paid for as 
follows: 


4 J4" Door post latch keeper rivets cut (Sec. 757) (Art. 3).$0,024 

4 94” Door post latch keeper rivets driven (Sec. 75) (Art. 11) . 0.142 

4 94" Holes drilled (Sec. 45) (Art 11).-. 0-148 

1 Door facing strip repaired (Sec. 69) (Art. 15) .'.. 0.193 

1 35 lb. Door style straightened on bed (Sec. 75) (Art. 3) .:. 0.175 

32 *4" Rivets cut (Sec. 75) (Art. 3).. . 0.192 

32 94" Rivets driven (Sec. 75) (Art. 15). 1.216 

32 3/ 8 " Holes drilled (Sec. 45) (Art. 11). 1-184 

1 Side door removed and replaced (Sec. 28) (Art. 31) . 0.193 

1 Door stop removed and replaced (Sec. 29) (Art. 37) .. 0.055 

4 3/y Side bearing rivets cut (Sec. 75) (Art. 6). 0.152 

4 Y\' Side bearing rivets driven (Sec. 75) (Art. 17) . 0.228 

2 ft. of 294" bolted floor removed and replaced (Sec. 40) (Art. 4). 0.193 

1 Side of 1 end sill straightened (Sec. 87) (Art. 17). 0.693 

2 YY Door hasp keeper rivets cut (Sec. 75) (Art. 3) . 0.012 

3 94" Door hasp keeper rivets driven (Sec. 75) (Art. 15) . 0.099 

3 94" Door hasp keeper holes drilled (Sec. 45) (Art. 11) . 0.114 

2 94" End sill hand hold rivets cut (Sec. 75) (Art. 6) . 0.076 

2 %" End sill hand hold rivets driven (Sec. 75) (Art. 17) . 0.114 

4 94" Sill step rivets cut (Sec. 75) (Art. 6).• .. 0.152 

4 94" Sill step rivets driven (Sec. 75) (Art. 17). 0.228 


TOTAL .. $5,583 


The total man hours spent by the machanics for this money might vary from 18 hours and 7 minutes to 26 
hours and 44 minutes. This will mean a possible variation in average hourly earnings between 30.7 cents and 20.9 
cents entirely independent of the skill or effort of the men. 

A glance at the basis of payment for this work reveals the inherent impossibility of payment by the piece in 
this t 3 rpe of work. Twenty-one separate payment entries are made for this series of jobs, all of them running into 
tenths of a cent, and the majority being under 25c. This merely supplements preceding analysis in showing the 
extent to which piece prices involve a maze of intricate rate making allowing an almost unlimited field for arbi¬ 
trary adjustment. 


SPECIFIED LIGHT REPAIRS TO ARCH BAR TRUCK. 

The gang of two men is assigned to the work of repairing an arch bar truck on a Class G. R. Steel Underframe 
50 Ton, 40 ft. Gondola Car. The work consists of the following jobs: 

The Truck is removed from under car. This takes from 15 to 40 minutes. The difficulties which may be en¬ 
countered include a rusted center pin, which can be loosened only with the aid of a pneumatic hammer; and also 
extra time required to find blocks and jacks used in jacking car off the truck. These difficulties are encountered 
about one-quarter of the time. 

Two Top Arch Bars are applied which will take from 1 hour to 1 hour and 30 minutes, depending upon the con¬ 
dition of the bolts. If these are rusted and bent the nuts must be cut off. 

One Live Lever Guide is removed and applied. This will take from 5 to 10 minutes according to the condition 
of the bolts. If rusted they must be cut with cold chisel. 

One dead Lever Guide removed and applied will take 10 minutes. 

One Double Brake Bearer is removed and applied. This will take from 40 minutes to 1 hour, according to the 
condition of the 5 bolts which may have to be cut off with bar and sledge. In applying the holes may be out of 
line and require drifting before bolts can be inserted. 

Two Brake Beams are removed and replaced. This will require from 15 to 25 minutes. When split keys are 

rusted fast in key bolts they must be cut off with chisel and hammer. This is true half the time. 

% 

One Truck Bolster is removed and applied. This will require 1 hour. 

Two Top Arch Bars are applied which will take from 1 hour to 1 hour and 30 minutes, depending upon whether 
the holes in the top and bottom arch bars line up accurately for insertion of bolts. The difficult condition prevails 
about two-thirds of the time. 

One Suspension Spring and Spring Cap applied. This will require 30 minutes. 

Truck Replaced. This will require from 15 to 30 minutes. About one-half of the time one side of repair track 
is lower than the other, causing difficulty in getting car on center. 


180 

























Collecting material for the above jobs will require from 2 to 4 hours. This involves a trip to the metal yard 

about one-half mile distant on part of 6 men to get bolster. If no bolster is in stock one must be taken from an¬ 

other truck. A trip to the scrap dock and two trips to the blacksmith shop may also be required to get suspension 
spring and bracket. The difficult conditions will be encountered about two-thirds of the time. 

Locating the inspector in order to get to the next job will require from 20 to 40 minutes. 

This job will therefore vary from 7 hours 20 minutes to 11 hours 55 minutes, according to circumstances over 

which the mechanics have no control. It will be paid for as follows: 


1 Broken pressed steel bolster renewed (Sec. 90, Art 26) ... $0,555 

2 Top arch bars removed and replaced (Sec. 90, Art 3) .. 0.832 

1 Dead lever guide removed and replaced (Sec. 90, Art. 50) . 0.042 

1 Broken brake bearer renewed (Sec. 90, Art. 45). 0.208 

1 Live lever guide removed and replaced (Sec. 90, Art. 51) . 0.070 

2 Brake beams removed and replaced (Sec. 90, Art 33) . 0.084 

1 Missing double suspension spring removed (Sec. 90, Art 111) . 0.055 

1 Missing double suspension cap 5 holes removed (Sec. 90, Art. 115) . 0.166 

1 Truck removed and replaced (Sec. 92, Art 18).••. 0.208 


TOTAL .... $2.22 


In other words in terms of conditions over which they have no control the earnings of the men assigned this 
particular schedule of repairs may vary from 30.2 cents per hour down to 18.8 cents per hour. 


SPECIFIED FIGHT REPAIRS TO CLASS H-27 70 TON STEEL CAR. 

In Table 24 will be found a series of light repair jobs assigned to a gang. Two men work on the car and un¬ 
der varying conditions will take the time shown to complete the jobs. 


TABLE 24 

Light Repairs to 70 Ton Steel Car. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Bent Drop Door Winding Shaft renewed.... 30 

Bent Release Lever Renewed. 10 

Bent Release Lever Handle Renewed. 2 

Two Bent Treads on Side Ladder straightened 10 

Bent Brake Shaft Renewed. 40 

One Brake Ratchet Pawl and Plate removed 

and replaced . 10 

Dead Lever Guide renewed. 10 


Pennsylvania Lines East. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Bent Drop Door Winding Shaft Renewed. 

About one-half of the time the mechanic in 
removing the winding shaft will find the cot¬ 
ter key rusted solid in the shaft. To cut this 
off with cold chisel and hammer . will add 5 
■minutes to the time. 35 

Bent Release Lever Renewed. 

About one-half of the time in removing the 
lever the mechanic will find the bolt rusted in 
which case cutting with chisel and backing 


out with sledge will add 5 minutes. 15 

Bent Release Lever Handle Renewed. 2 

Two Bent Treads on Side Ladder straightened 10 

Bent Brake Shaft Renewed . 40 


One Brake Ratchet Pawl and Plate removed 
and replaced. 

About one-half The time in removing, the 
bolts must be cut with cold chisel and ham¬ 
mer in which case a second man must back 
it up with a sledge, adding 5 minutes. 15 

Dead Lever Guide renewed. 

About one-fourth of the time the key bolt 
cotter will be rusted, in which case cutting 
with cold chisel will add 5 minutes 


15 
























TABLE 24—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. 

Broken Latrobe Knuckle renewed. 


Broken Pit Knuckle Lock Opener renewed... 

Pitt Knuckle and Pin removed and replaced.. 
Broken Coupler Carrier removed. 

Coupler Carrier applied . 

» 

4 Follower Rest Plate Bolts applied. 

«* 

4 Missing Truck Bolts applied. 




6 Brake Cotters applied. 

32 Drop Door Hinge Key Bolts renewed . 2 

Broken Drop Door Rail Eye Bolt renewed.... 

4 Double Drop Doors closed. 


1 Outside Hopper Wing straightened 

\ 

1 End Chute Sheet straightened..... 



UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Broken Latrobe Knuckle renewed. 

About one-fourth of the time the knuckle 
pin will be found driven in. It will then be 
necessary to place blocks between coupler and 
end sill and to place jack under the pin in 
order to use weight of car in loosening it. 

This will add 20 minutes work. 35 

Broken Pit Knuckle Lock Opener renewed. 

About one-fourth of the time the split key 
must be cut off in order to remove the lock 


opener. This adds 5 minutes. 15 

Pitt Knuckle and Pin removed and replaced .. 10 

Broken Coupler Carrier removed. 


About one-fourth of the time rusted bolts 
must be cut with bar and sledge, adding 5 
minutes . 20 

Coupler Carrier applied. 

About one-half of the time stringers are 
spread and it is necessary to use drift pins 
to enter carrier iron bolts. This will add 15 
minutes . 30 

4 Follower Rest Plate Bolts applied. 

About three-fourths of the time rest plate 
is not in line with holes in stringer and it is 
necessary to drift all bolt holes to enter bolts. 

This adds 10 minutes . 30 

4 Missing Truck Bolts applied. 

About one-half of the time spring plank has 
been shifted and drifting is required, adding 


10 minutes.. 30 

6 Brake Cotters applied. 10 


32 Drop Door Hinge Key Bolts renewed. 

About three-fourths of the time bolts will 
be rusted, requiring the use of a pneumatic 
hammer to remove the rust. This will add one 


hour . 3 

Broken Drop Door Rail Eye Bolt renewed. 

About three-fourths of the time rusted bolts 
must be cut with chisel, adding 5 minutes.... 15 


4 Double Drop Doors Closed. 

About one-half of the time it is necessary to 
guide door chain when winding up to prevent 
its catching on brake rod and entering con¬ 
necting links in sheave wheel groove. This 


will add 20 minutes . 1 

1 Outside Hopper Wing straightened. 

About two-thirds of the time it is necessary 
to hunt jacks and blocks, adding 20 minutes.. 40 


1 End Chute Sheet straightened. 

About one-half of the time it will be neces¬ 
sary to raise end of car and place weight of 
car on blocks at point where chute is bent, 
using a sledge to loosen up the spring in the 
sheet in order to make it yield. This will 
add one hour . 3 


Min. 

10 

10 

10 

15 

15 

20 

20 

10 

10 

40 

20 

/ 

182 























TABLE 24—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Renew 1 Worm 6x11 Journal Bearing. 10 


Journal Box Raised in connection with the 

above . 10 


Bent Bottom Connector renewed. 20 


Missing Truck Bolt Nut applied. 2 

Bent End Sheet straightened on car. 2 


Collecting material moving from one car to an¬ 
other, locating inspector, etc., will require 
from, 1 hour to 1 hour and 30 minutes, ac¬ 
cording to whether all material is found 
at storehouse and difficulty in finding in¬ 
spector . 1 

Total Time . 12 34 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min, 

Renew 1 Worm 6x11 Journal Bearing. 

When babbitt has been heated and expanded 
around the journal, a cold chisel and hammer 
must be used to cut it loose from the journal, 
adding 10 minutes . 20 

Journal Box Raised in connection with the 
above. 

About one-half of the time it will be neces¬ 
sary to hunt a jack or to go to the tool house, 
adding 10 minutes . 20 

Bent Bottom Connector renewed. 

About one-half of the time the bent connec¬ 
tor has wedged the key bolts in the lever so 
that one man must back up with sledge while 
the other drives the bolts out. This adds 10 
minutes . 30 

Missing Truck Bolt Nut applied... 2 

Bent End Sheet straightened on car. 

About three-fourths of the time it is neces¬ 
sary to collect jacks, blocks and bearing pieces 
and to bring jack to bear on various places. 

This adding one hour . 3 

Collecting material moving from one car to an¬ 
other, locating inspector, etc., will require 
from 1 hour to 1 hour and 30 minutes, ac¬ 
cording to whether all material is found 
at storehouse and difficulty in finding in¬ 
spector . 1 30 

Total Time . 18 49 


The repair work enumerated in Table 24 would be paid for according to the Piece Work Prices as of 1918, 
Pennsylvania Lines East, as follows: 


Bent drop winding shaft renewed (Sec. 37, Art. 48) .$0,277 

Bent release lever renewed (Sec. 24, Art. 4). 0.042 

Bent release lever handle renewed (Sec. 24, Art. 5). 0.042 

Two bent treads on side ladder straightened (Sec. 44, Art. 7) . 0.084 

Bent brake shaft renewed (Sec. 19, Art. 25)... 0.277 

Brake ratchet pawl and plate removed and replaced (Sec. 19, Art. 39). 0.055 

Dead lever guide renewed (Sec. 90, Art. 50). 0.070 

Broken latrobe knuckle renewed (Sec. 30, Art. 16). 0.070 

Broken pitt knuckle lock opener renewed (Sec. 39, Art. 19) .0.042 

1 Pitt knuckle and pin removed and replaced (Sec. 39, Art. 16) . 0.055 

1 Broken coupler carrier renewed (Sec. 39, Art. 36) . 0.208 

4 Follower rest plate bolts renewed (Sec. 11, Art. 3) . 0.168 

4 Missing truck bolts renewed (Sec. 11, Art. 3) . 0.168 

6 Brake cotters applied (Sec. 56, Art. 36). 0.090 

32 Drop door hinge key bolts renewed (Sec. 11, Art. 17) . 0.664 

1 Broken drop door rail eye bolt renewed (Sec. 35, Art. 14) . 0.083 

4 Double drop doors closed (Sec. 35, Art. 12) . 0.280 

1 Outside hopper wing straightened (Sec. 87, Art. 22) . 0.172 

1 Bottom section end chute straightened (Sec. 87,Art. 38) . 0.832 

1 6x11 Journal bearing renewed (Sec. 90, Art. 19). 0.083 

1 Journal wedge removed and replaced (Sec. 90, Art. 20). .. 0.021 

1 Journal box raised (Sec. 92, Art. 3). 0.070 

1 Bottom connector renewed (Sec. 90, Art. 49). 0.138 

1 Truck bolt nut renewed (Sec. 56, Art. 23). 0.015 

1 Bent out end sheet stiffner and top angle straightened (Sec. 87, Art. 19).0.970 


TOTAL .$4,976 

183 

i 











































Comparing this total with the table showing variation in time required to cover the work assigned on this car 
it appears that the average hourly earnings of the gang may vary from 39.6 cents down to 26.4 cents as the result 
of circumstances over which they have no control. 

But of even greater significance in any attempt to appraise piece payment as a method of remuneration in 
railroad shop work are the twenty-five prices which go to make up the total of $4,976. Practically all of the prices 
are under 10 cents and practically all of them are graduated to tenths of a cent. 

It should be noted that the same amount is paid a mechanic for renewing one release lever, for renewing 
one release lever handle, for straightening one bent tread on a side ladder, for renewing one pitt knuckle lock 
opener, for renewing one follower rest plate bolt and for renewing one truck bolt, namely, 4.2 cents. The assump¬ 
tion is that these jobs can be equated to tenths of a cent’s worth 6f the time of the* average mechanic. If we 
assume 40 cents per hour as the time rate at that time one-tenth of a cent represents three-twentieths of a minute. 

In these terms the Pennsylvania Piece Rates for lines East gave the machanic 8.3 cents for renewing a drop 
door rail eye bolt and for renewing a 6x11 journal bearing, but found the same mechanic worth one-tenth of a 
cent more, or 8.4 cents, when he straightened two treads on a side ladder. Obviously it requires exactly three- 
twentieths of one minute or nine seconds more for the mechanic to straighten the two treads than it does for him 
to renew a drop door rail eye bolt or a journal bearing. In judging the extent to which just remuneration of 
railway mechanics can be measured to this degree of accuracy it should be remembered that the mechanic is work¬ 
ing in a repair yard under varying weather conditions, that the bolt may or may not be rusted in and that the 
journal babbitt may be in a number of different conditions influencing the difficulty encountered in getting it off. 

As a matter of fact the elaborate price list with its sections and articles applied to the infinite number of small 
jobs which are rarely if ever done in quantity condemns itself. 


SPECIFIED LIGHT REPAIRS TO 40 TON WOOD HOPPER CAR. 

Table 25 shows the time required under varying conditions to perform certain repairs to a Class G. N. 40 ton 
wood hopper car as assigned to two men working together. The table shows clearly the varying conditions of 
which piece prices can take no account. 


TABLE 25 . 


Specified Repairs to 

FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Broken and Decayed Side Plank removed.... 10 


Side Plank applied . 4 

Broken and Decayed End Plank removed.... 2 

End Plank applied . 1 30 


184 


Wood Hopper Car. 

Pennsylvania Lines East. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Broken and Decayed Side Plank removed. 

About three-fourths of the time the 10 rods 
are rusted into the t side plank and side sill. 

This will make it necessary to drive rods from 
the top of side plank and the bottom of side 
sill with sledge and hammer in order to break 
the rust. This will make it possible to back 
up the rods enough to use the rod puller. 

This will make it necessary to apply new ends 
to the rods at the blacksmith shop. Two hours 

time will be added . 12 

• • 

Side Plank applied. 

About tliree-fourths of the time the corner 
hands are not in line which makes it difficult 
to apply the 12 rivets. This condition adds 2 
hours to the time. 6 

Broken and Decayed End Plank removed. 

About three-fourths of the time the 4 end 
rods are rusted and it is necessary to use 
sledge from top and bottom as above. Two 
hours will be added . 4 

End Plank applied. 

About one-half of the time the plank has 
been framed wrong so that the holes are out 
of line. The rods may break through the end 
plank. Also corner band rivets must be bent 
in order to get them through. The difficulty 
adds an hour . 2 30 


l 








TABLE 25—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. 

V ertieal End Rods removed and applied...... 


Broken Bed Iron removed 


Bed Iron applied 


Renewing Broken Long Chute Point (6 bolts). 


Hinge Butt removed and replaced. 

Broken Top Side Chute Plank removed and 
replaced . 1 


Broken Drop Door removed and replaced, in¬ 
cluding ironing and framing and applying 
cleat . 2 


Broken Roller Shaft renewed 


Missing Roller Shaft Pawl and drop door chain 
applied and worn drop door rod removed 
and replaced . 1 

2 Broken Side Ladder Treads removed and 
replaced . 


/ 

1 Side Sill Lug Bolt and roping staple applied 


Broken Striking Plate renewed 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Vertical End Rods removed and applied. 

About one-half of the time the rods are so 
rusted that the nuts must be cut with cold 
chisel and hammer, adding 20 minutes. 1 10 

Broken Bed Iron removed. 

About one-half of the time, on account of 
rust, all 24 bolts on the chute must be re¬ 


moved with cutting bar and sledge and side * 
sill bolts must be cut with cold chisel and ham¬ 
mer. This will add 20 minutes. 1 10 


Bed Iron applied. 

About one-half of the time the bolt holes do 
not meet those on the chute and all holes on 
the chute must be rebored, adding 20 minutes. 1 

Renewing Broken Long Chute Point (6 bolts). 

In removing the broken chute point, it is 
necessary about three-fourths of the time to 
cut all bolts with a cutting bar and sledge, 


adding 10 minutes to the time. 1 

Hinge Butt removed and replaced. 25 


Broken Top Side Chute Plank removed and 
replaced, including framing. 

About one-half of the time the bolts must be 
cut with bar and sledge, adding 10 minutes... 2 

Broken Drop Door removed and replaced, in¬ 
cluding ironing and framing and applying 
cleat. 

About one-half of the time the door rod is 
rusted and the mechanic must cut off nut, add¬ 
ing 20 minutes... 2 35 


Broken Roller Shaft renewed. 

About one-half of the time chain hooks are 
rusted and must be cut off with chisel, add¬ 
ing 20 minutes. 1 10 

Missing Roller Shaft Pawl and drop door chain 
applied and worn drop door rod removed 
and replaced . 1 5 

2 Broken Side Ladder Treads removed and 
replaced. 

About three- fourths of the time bolts have 
been riveted and all nuts must be cut adding 
10 minutes. 35 


1 Side Sill Lug Bolt and roping staple applied. 

About three-fourths of the time roping staple 
nuts are rusted and must be cut, adding 5 
minutes . 40 

Broken Striking Plate renewed. 

About three-fourths of the time 10 minutes 
is added by the necessity of cutting the nuts 
off rusted and bent bolts. About three-fourths 
of the time another 10 minutes is added in re¬ 
placing, due to fact that bolts are bent and 
to the difficulty in lining up holes for bolts 
and rods . 1 10 


Min. 

50 

50 

40 

50 

25 

50 

15 

50 

5 

25 

35 

50 


185 






















TABLE 25—CONTINUED 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

1 ft. 2 % in. floor renewed. 

About one-half of the time it is necessary 
to go to planing mill to have links ripped to 
match floor, adding 20 minutes. 1 

Broken Head 'Plate renewed (4 Bolts) 

About three-fourths of the time, bolts are 
bent and rusted, making necessary the cutting 
of nuts and straightening of bolts and adding 
20 minutes. About one-half of the time in re¬ 
placing plate holes will be out of line, mak¬ 
ing necessary bending of bolts to fit and adding 
another 20 minutes .. 1 40 

Collecting Material, Moving and Hunting 
Work Inspector, etc., will add in all, from 
1 hour to 1 hour and a half, according to 
success in finding material in storeroom, 


and to difficulty in locating inspector. 1 and to difficulty in locating inspector. 1 30 

Total Time . 31 35 Total Time . 42 40 

According to the Piece Price Schedule as of 1918 for Pennsylvania Lines East the series of jobs in Table 25 
would have been paid for as follows: 

Broken and decayed side plank renewed (Sec. 59, Art. 6).$2,495 

Broken and decayed end plank renewed (Sec. 59, Art. 1).0.832 

2 Vertical end rods removed and replaced (Sec. 76, Art. 2). 0.276 

Broken bed iron removed and replaced (Sec. 22, Art. 3). 0.277 

Broken long chute point renewed (Sec. 21, Art. 7) . 0.208 

Hinge butt removed and replaced (Sec. 35, Art. 20) .... 0.070 

Chute point framed (Sec. 21, Art. 7). 0.111 

Broken top side chute plank renewed (Sec. 21, Art. 21)... 0.346 

Side chute plank framed (Sec. 21, Art. 21)..... 0.277 

Broken drop door renewed (Sec. 34, Art. 4). 0.277 

Drop door ironed (Sec. 36, Art. 2). 0.346 

Broken drop door cleat renewed (Sec. 34, Art. 7). 0.070 

Door cleat framed (Sec. 34, Art. 7). 0.055 

Broken roller shaft renewed (Sec. 37, Art. 27). 0.346 

Missing roller shaft pawl renewed (Sec. 37, Art. 15). 0.077 

Missing drop door chain renewed (Sec. 37, Art. 3). 0.208 

Thread worn drop door rod renewed (Sec. 76, Art. 4). 0.166 

2 Broken side ladder threads renewed (Sec. 50, Art. 6). 0.196 

Broken side sill lug bolt renewed (Sec. 11, Art. 19). 0.098 

Broken roping staple renewed (Sec. 68, Art. 11). 0.083 

Broken striking plate renewed (Sec. 56, Art. 33). 0.208 

Broken and decayed foot of 2^ in. floor renewed (Sec. 40, Art. 4).0.193 

Broken overhead plate (Sec. 56, Art. 16). 0.416 


TOTAL ....$7,631 


In the first place reference to Table 25 will show that this means a variation in average hourly earnings between 
24.1 cents under favorable conditions and 17.9 cents under unfavorable ones. 

In the second place the attempt to apply piece prices to jobs which are neither standardized nor repetitive in 

character shows its inherent falseness here as in the section immediately preceding. Three jobs are here shown 

priced at 27.7 cents, the renewing of a broken bed iron requiring 90 minutes under favorable conditions, the framing 
of a side chute plank requiring 40 minutes and the renewal of a broken drop door requiring approximately 50 min¬ 
utes under favorable* conditions. On the other hand the renewal of two vertical end rods is considered as worth 
just one-tenth of a cent less, representing at 40 cents per hour nine seconds of a mechanic’s time. Yet this job 
requires about twenty minutes and is very little influenced by conditions. 

Similarly 20.8 cents covers the renewal of a broken long chute point requiring about 50 minutes under favorable 
conditions, the renewal of a missing drop door chain requiring something like 30 minutes under any conditions 
and the renewal of a broken striking plate requiring 50 minutes under favorable conditions. 

The overlapping in time required as between these two rates, and the wide variation in time covered by either 

one demonstrates the entire lack of relation between time required by a mechanic expending good effort and to 

186 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

1 ft. 2% in. floor renewed . 40 

Broken Head Plate renewed (4 Bolts). 1 


Collecting Material, Moving and Hunting 
Work Inspector, etc., will add in all, from 
1 hour to 1 hour and a half, according to 
success in finding material in storeroom 



































a m°u n t which he receives for the work. This is a characteristic throughout this piece rate book which is presum¬ 
ably the product of two-thirds of a generation. The attempt to apply piece rate payment to railroad shop work 
therefore appears as a failure. 


SPECIFIED REPAIRS TO LOADED 40 TON BOX CAR. 

Table 26 shows the variation in time required to carry out assigned light repairs to a 40 ton box car, Class 
X H. The car is loaded with merchandise, which must be moved in order that certain of the repairs may be made. 
Two men are assigned to the work. It presents another picture of the daily round of a carman’s work. 


TABLE 26. 


Time Required to Make Specified Light Repairs to Loaded 40 Ton Box Car. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Removing Load (Merchandise) to permit re¬ 
pairs at 2 ends. 1 25 

Eight broken draft bolts renewed. 1 30 


Broken Double Suspension Spring renewed, in¬ 
cludes removing double suspension spring 
cap .. 1 10 


Pennsylvania Lines East, 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min, 

Removing Load (Merchandise) to permit re¬ 
pairs at 2 ends. 1 25 

Eight broken draft bolts renewed. 

About one-half of the time the draft timbers 
have shifted and must be replaced in order to 
make possible the backing out of the broken 
bolts. Frequently the bolts have been bent in 
S shape and must be straightened in order to 
remove them. These conditions will add thirty 
minutes work. 

About one-half of the time holes in draft 
timbers do not match, making it difficult to 
drive the bolts down. The floor cups must 
be moved. Altogether this condition wull add 
40 minutes work . 2 40 

Broken Double Suspension Spring renewed, in¬ 
cludes removing double suspension spring 
cap. 

About one-half of the time bolts are rusted 
and must be cut off with bar and sledge, add¬ 
ing 5 minutes work. 

About one-half of the time bolts through the 
cap must be cut with bar and sledge in order 
that cap may be removed. This adds 10 min¬ 
utes work . 1 25 


2 missing Bottom Connector Cotters (5 min¬ 
utes), 1 missing Suspension Spring Key 

Bolt (5 minutes), 1 missing Suspension 
Spring Link (7 minutes), and 1 missing 
Brake Shoe Key renewed (2 minutes).... 

19 

2 missing Bottom Connector Cotters (5 min¬ 
utes), 1 missing Suspension Spring Key 
Bolt (5 minutes), 1 missing Suspension 
Spring Link (7 minutes), and 1 missing 
Brake Shoe Key renewed (2 minutes.... 

Missing Brake Shoe applied. 

5 

Missing Brake Shoe applied. 

About one-fourth of the time the beam is 
up against the wheel, making it necessary to 
let out the brake lever in the dead lever guide 
in order to have clearance for application of 
shoe. This adds about 5 minutes work. 

1 Missing Coupler Carrier Nut (5 minutes), 1 
column bolt nut (8 minutes) and 1 box lid 
key bolt (5 minutes) renewed. 

18 

1 Missing Coupler Carrier Nut (5 minutes), 1 
column bolt nut (8 minutes) and 1 box lid 
key bolt (5 minutes) renewed. 

2 Missing Body Bolster Truss Roil Saddles 
renewed . 

30 

2 Missing Body Bolster Truss Rod Saddles 
renewed. 

About one-half the time a jack must be used 
to raise rods high enough to enter lug casting 
or bridge in body bolster slot. This will add 
20 minutes work . 


19 


10 


IS 


50 


187 














TAIIliE 26—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Repair 4 Loose Body Truss Rods. 50 


Tin Patch applied on End Siding. 8 

Temporary Patch to Side Door applied. 10 

77 ft. of roof renailed. 1 20 

2 Missing Running Board Saddles replaced.. 20 

37 ft. of Running Board out of place, replaced 1 40 


2 Broken Running Board Ex Blocks renewed. 40 

2 Broken Cross Draft Bolts removed and re¬ 
newed . 30 


2 Missing Draft Lug Bolts renewed. 15 


Replacing load . 1 25 

Collecting Material, Moving to Next Job, Etc. 

Requires from 45 minutes to 1 hour and 50 
minutes, according to whether all parts can be 
drawn from storehouse, and difficulty in locat¬ 
ing foreman. About three-fourths of the time 
only one-half of the material can be drawn 
from storeroom. Trips to bolt shop, black¬ 
smith shop, lumber yard, scrap dock and all 
bolt bins are necessary. Frequently a required 


part must be removed from another car in the 

shops . 45 

Total Time . 13 20 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Repair 4 Loose Body Truss Rods. 

About three-fourths of the time Side Sills 
are in bad condition, requiring a bearing piece 
between jack and side sill to prevent side sills 
from breaking. Rusted rods may also be en¬ 
countered. Collecting of jacks and jack blocks 
may also require additional time. Altogether 


40 minutes additional. 1 30 

Tin Patch applied on End Siding. 8 

Temporary Patch to Side Door applied. 10 

77 ft. of roof renailed. 1 20 

2 Missing Running Board Saddles replaced.. 20 


37 ft. of Running Board out of place, replaced. 

About one-half of the time the running board 
has become extended over the edge of the roof 
and must be raised clear of the roof in order 
to get it back to proper place. This means 


about 30 minutes added work. 2 10 

2 Broken Running Board Ex Blocks renewed. 40 


2 Broken Cross Draft Bolts removed and re¬ 
newed. 

About one-lialf of the time draft castings 
have been shoved out of place and must be re¬ 
placed in order to remove bolts. This adds 10 
minutes work . 40 

2 Missing Draft Lug Bolts renewed. 

About one-half of the time the lug bolt is 
bent and must be straightened in order to meet 
with draft timber holes. This means about 10 


minutes added work. 25 

Replacing load . 1 25 


Collecting Material, Moving to Next Job, Etc. 

Requires from 45 minutes to 1 hour and 50 
minutes, according to whether all parts can be 
drawn, from storehouse, and difficulty in locat¬ 
ing foreman. About three-fourths of the time 
only one-half of the material can be drawn 
from storeroom. Trips to bolt shop, black¬ 
smith shop, lumber yard, scrap dock and all 
bolt bins are necessary. Frequently a required 
part must be removed from another car in the 


shops . 1 50 

Total Time . 17 45 


According to the piece work schedule of the Pennsylvania Lines East as of 1918 this assignment would have 
been paid for on the following basis: 


Load removed and replaced (mdse.) both ends (Sec. 53, Art. 25).$1,644 

Eight broken draft bolts (A B) renewed (Sec. 11, Art. 5). 0.644 

1 Broken double suspension spring renewed (Sec. 90, Art. Ill). 0.055 

1 Suspension cap removed and replaced (Sec. 90, Art. 115). 0.138 

2 Missing bottom connector cotters (A B) renewed (Sec. 56, Art. 36). 0.030 

1 Missing column bolt nuts (1^4) renewed (Sec. 56, Art. 24). 0.042 

1 Missing suspension spring key bolt (A) renewed (Sec. 11, Art. 17). 0.027 


188 




























/ 

1 Missing suspension spring link (B) renewed (Sec. 90, Art. 109).. 0.042 

1 Missing brake shoe key (A R 4) renewed (Sec. 90, Art. 54). 0.042 

1 Missing brake shoe (B R 2) renewed (Sec. 90, Art. 55). 0.015 

1 Missing (\ x /%) coupler carrier nut (A) renewed (Sec. 56, Art. 23). 0.015 

2 Missing body bolster truss rod saddles (A B) renewed (Sec. 10, Art. 16).'.. 0.168 

4 Loose car body truss rods (A) repaired (Sec. 76, Art. 4). 0.280 

Car center raised (Sec. 74, Art. 2). 0.346 

1 Tin patch applied to end siding (Sec. 56, Art. 37). 0.027 

1 Temporary patch applied to side door (B) (Sec. 57, Art. 6). 0.138 

77 ft. of roof renailed (A B) (Sec. 77, Art. 28). 0.084 

2 Missing running board saddles renewed (Sec. 7, Art. 37). 0.084 

37 ft. out of place running board replaced (A B) (Sec. 7, Art. 24) . 0.814 

2 Broken running board ex-blocks renewed (Sec. 7, Art. 30). 0.276 

2 Broken cross draft blocks (A B) renewed (Sec. 11, Art. 5). 0.166 

2 Missing draft lug bolt nuts renewed (B) (Sec. 11, Art. 3). 0.084 

1 Missing box lid key bolt and key (R 1 A) renewed (Sec. 11, Art. 17). 0.027 


TOTAL.$5,760 


This simply presents another picture of the car mechanic catching up a missing bolt here, repairing a few 
feet of siding there, straightening up and in general making safe for transit a car which has minor defects due to 
the jars and jolts of service. All the jobs require skill and many of them considerable effort, but no two succeeding 
ones are alike and it is an absurdity to attempt to affix prices to each such job. This particular assignment was 
paid for in 23 small prices, all of them as usual graduated to tenths of a cent. Referring to Table 26, it appears that 
as the result of the varying conditions the same mechanics putting forth the same effort mfght average earnings 
ranging from 43.2 cents down to .324 cents per hour. 


SPECIFIED LIGHT REPAIRS TO 50 TON STEEL, FRAME BOX CAR. 

Table 27 shows the variation in time required to perform certain light repair jobs on a Class X 24 steel frame 
50 ton box car. The time represents the man hours spent by three men. The conditions are those prevailing at 
an important repair point, Pennsylvania Lines East. 

TABLE 27. 

Time Required to Carry Out Assignment on Class X-24 50 Ton Box Car. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

1 Broken Corner Post (21-in. flange) patch 
made .<. 1 


/ 


8 holes laid off on Iron. 10 

1 Corner Post patch applied; includes cutting 

5 %-in. rivets (30 minutes) drilling 3 %- 
in. holes (20 minutes) and driving 8 %-in. 
rivets (30 minutes) . 1 20 

Putting up scaffolding to apply two corner 
roof castings includes collecting planks 
and trestles . 1 

2 Corner Roof Castings applied includes cut¬ 

ting 8 %-in. and 12 %-in. rivets (50 min¬ 
utes) drilling 8 holes (50 minutes) and 
driving 20 %-in. rivets (1 hour and 30 
minutes) . 3 10 


2 Running Board Brackets applied, includes 
cutting 4 %-in. rivets (20 minutes) and 
driving 4 %-in. rivets (30 minutes). 50 


Pennsylvania Lines East. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

1 Broken Corner Post (21-in. flange) patch 
made. 

Three-fourths of the time the mechanic must 
go to scrap dock to select piece of sheet steel 
for patch and then wait turn at shears to have 


patch cut. This adds 30 minutes. 1 30 

8 holes laid off on Iron. 10 

1 Corner Post patch applied. 


If rivets have collars, 5 minutes will be 
added, a defective hammer may add 10 min¬ 
utes and trouble with drills may add 10 min¬ 
utes -*.... 1 45 

Putting up scaffolding to apply two corner roof 

castings ... 1 30 


2 Corner Roof Castings applied. 

Add 15 minutes for cutting rivets with col¬ 
lars, 10 minutes for drilling when steel is hard 
or air pressure poor and 20 minutes for driv¬ 
ing rivets when sheets have a tendency to 
shift and drifting is required.!. 3 55 

2 Running Board Brackets applied. 

If rivets have collars and mechanic must 
wait for use of hose port, add 20 minutes.... 1 10 


189 































TABLE 27—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

1 Patch in End Siding removed and replaced. 20 

2 Running Board Bracket Bolts renewed. 10 

10 ft. Top Door Rail straightened. 2 


10 ft. Bottom Door Rail straightened. 2 


1 Door Post straightened. 1 30 


10 ft. End Door Flanges straightened 


2 Bent Door Styles straightened. 1 30 

2 Bent End Sill Hand Holds straightened, on 

car . 15 

1 Bent Sill Step straightened on car. 10 

1 Broken Door Hasp renewed. 40 

Collecting Material . 30 

Total Time . 18 35 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

1 Patch in End Siding removed and replaced. 20 

2 Running Board Bracket Bolts renewed. 10 

10 ft. Top Door Rail straightened. 


Sometimes this rail is much more badly 
bent and buckled than at other times. It may 
be necessary to chain it to the car in order to 
use a jack to get out the bends and buckles. 
This will add a half hour each on the part of 
two men or 1 hour. 3 

10 ft. Bottom Door Rail straightened. 

About one-half of the time it is necessary 
to use a blow torch for heating the rail. As 
the car is part wood, the mechanic will have 
to make fire protection by using old sheets of 
tin in order to prevent the siding from catch¬ 
ing fire. It will also be necessary to have 
buckets of water on hand. This will add about 
1 man hour . 3 

1 Door Post straightened. 

About one-half the time the post is so twisted 
that it requires 2 jacks set in different ways 
to remove the twist. This condition will add 
about 30 minutes. 2 

10 ft. End Door Flanges straightened. 

About one-half of the time it is all twisted 
and buckled and it is necessary to use a cold 
cutter and sledge to separate the flange from 
the door in order to apply goose bill or car¬ 
man’s straightening iron. This will add one 


man hour. 3 

2 Bent Door Styles straightened. 1 30 

2 Bent End Sill Hand Holds straightened, on 

car . 15 

1 Bent Sill Step straightened on car. 15 

1 Broken Door Hasp renewed. 40 

Collecting Material . 40 

Total Time . 24 50 


According to Pennsylvania Lines East piece work schedule as of 1918, this assignment was paid for on the 
following basis: 


Broken corner post patched 

Making 2 flange patch 21 in. (Sec. 25, Art. 15)...$0,210 

8 Holes laid off (Sec. 51, Art. 3). 0.040 

5 24 in. rivets cut (Sec. 75, Art. 6). 0.190 

3 24 in. Rivets cut (Sec. 75, Art. 6). 0.171 

3 24 i n - Holes drilled (Sec. 45, Art. 1). 0.456 

2 Corner roof castings applied 

20 24 in- Rivets cut (Sec. 75, Art. 6). 0.760 

8 J4 in. Holes drilld (Sec. 45, Art. 1). 0.456 

20 ^4 in. Rivets driven (Sec. 75, Art. 17). 1.040 

2 Broken running board brapkets renewed 

4 24 in. Rivets cut (Sec- 75, Art. 17)... 

4 24 in. Rivets driven (Sec. 75, Art. 17) 


190 


0.142 

0.228 


































End lining patched (Sec. 57, Art. 6). 0.138 

Running board bracket bolts renewed (Sec. 11, Art. 1). 0.054 

10 ft. top door rail straightened on car (Sec. 87, Art. 20). 0.700 

10 ft. bottom door rail straightened on car (Sec. 87, Art. 20). 0.700 

1 Bent door post straightened on car (Sec. 87, Art. 10).0.693 

10 ft. bent end door flange straightened on car (Sec. 87, Art. 20). 0.700 

2 Bent dents in door style straightened (Sec. 87, Art. 12). 0.544 

1 Bent sill step straightened on car (Sec. 86, Art. 16). 0.070 

2 Bent end sill hand holds straightened on car (Sec. 44, Art. 7).0.084 

1 Broken door hasp renewed 

4 y A in. Rivets cut (Sec. 75, Art. 3). 0.024 

4 y 8 in. Holes drilled (Sec. 45, Art. 12). 0.148 

4 y 8 in. Rivets driven (Sec. 75, Art. 15). 0.132 


TOTAL.$7,690 


This shows that in steel car repair work the application of piece prices as a basis for payment results in the 
same general situation as has been shown to prevail in connection with piece work in wood car repair. Work 
which in the nature of the industry must be done under a variety of uncontrollable conditions is rated at single 
prices graduated to tenths of a cent. The result in this case is that the mechanics may earn as much as 41.4 cents 
per hour, or as low as 30.9 cents per hour. Whatever the effort and skill they determine to put into their work 
they cannot count upon the amount of their earnings from day to day or even from week to week. 


LIGHT REPAIRS TO 40 TON WOODEN BOX CAR. 

Table 28 shows time required under varying conditions to renew one (1) broken end plate, together with the 
other work necessary to perform the operation. Work done by two men on Class X H 40 ton wood box car. 

TABLE 28. 

Time Required to Perform Specified Repairs to Wooden Box Car. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Brake Shaft Top Bracket removed and ap¬ 
plied (10 min.); 2 Running Board Brack¬ 
ets removed and applied (10 min.) ; 10 ft. 

End Fascia Board removed and applied 


(25 min.) ; or a total of. 45 

2 Corner Bands removed. 15 


2 Roof Patches removed and applied. 20 


Roof over end plate raised and replaced. 25 

1 Broken End Plate removed. 3 

* 


1 End Plate applied, including boring holes, 
applying end rod washer cups and apply¬ 
ing 1 ridge pole lug bolt. 2 25 


Pennsylvania Lines East. 

UNFAVORABLE CONDITIONS. 

Operations, Hrs. Min. 

Brake Shaft Top Bracket, 2 Running Board 
Brackets and 10 ft. End Fascia Board. 

About one-half of the time the running board 
bracket bolts will be rusted and loose in the 
plate. In removal these bolts turn with the 
wrench which difficulty increases time required 
to ... 50 

2 Corner Bands removed. 

About one-half of the time bolts will be 
rusted so as to require nuts to be cut with 
cold chisel, increasing time required to. 20 


2 Roof Patches removed and applied. 

About one-half of the time these patches will 
be found to be held by 30 penny, instead of 9 
penny nails, making removal more difficult and 
increasing time to. 30 

Roof over End Plate raised and replaced. 

Difficulty in finding jacks and blocks in¬ 
creases time of one-half of these jobs to. 40 


1 Broken End Plate removed. 

When rods and bolts are bent and rusted 
and must be cut cff with cold chisel, job re¬ 
quires . 4 

1 End Plate applied. 

When end of car is out of line it must be 
straightened to properly apply end plate. This 
increases time required to. 3 25 


191 




























TABLE 2S—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


2 Corner Bands applied. 10 


Trips for material to storehouse, blacksmith 
shop and lumber yard will take from forty to 
forty-five minutes, according to the number of 
men standing at storehouse counter awaiting 
material . 40 


2 Corner Bands applied. 

In about two-thirds of the time when corner 
bands are reapplied, old bolt holes will not 
match and bolts must be bent to apply, in¬ 
creasing time to.. 30 

Trips for material to storehouse, blacksmith 
shop and lumber yard will take from forty to 
forty-five minutes, according to the number of 
men standing at storehouse counter awaiting 
material . 45 


Total Time 


8 Total Time 


11 


According to the piece work schedule as of 1918 for Pennsylvania Lines East the series of jobs in Table 28 


would have been paid for as follows: 

1 Broken end plate renewed (Sec. 61, Art. 4).$1,371 

10 ft. End fascia renewed (Sec. 7, Art. 11)..09 

2 Running board brackets removed and replaced (Sec. 16, Art. 8).Ill 

1 Brake shaft bracket removed and replaced (Sec. 19, Art. 33).042 

2 Brake shaft bracket holes bored (Sec. 41, Art. 18).028 

1 End portion of roof raised and replaced (Sec. 74, Art. 18).166 

4 End rod washers sunk (Sec. 41, Art. 47).084 

2 End plate roof patches renewed (Sec. 77, Art. 27).154 

2 Corner bands removed and replaced (Sec. 1, Art. 5). 098 

1 End plate ridge pole lug bolt renewed (Sec. 11, Art. 19).166 


TOTAL 


$2.31 


In other words comparison with the time shown in Table 28 shows that the average hourly warnings of these 
mechanics will vary between 28.9 cents and 21 cents as the result of circumstances beyond their control. 


SPECIFIED LIGHT REPAIRS TO 50 TON ARCH BAR TRUCK UNDER CLASS G. R. STEEL UNDERFRAME 40 FOOT 
GONDOLA CAR. 

Table 29 shows the time required under varying conditions by two men to make the following repairs to an 
arch bar truck. 

1 Broken bottom arch bar renewed. 

2 Broken column castings renewed. 

1 Davis brake beam broken head renewed. 

1 Broken journal box renewed. 


TABLE 29. 

Time Required to Perform Specified Repairs to 50 Ton Arch Bar Truck Under Class G R Steel Underframe Gondola 
Showing Time of Two Men. Piece Work Prices as of 1918, Pennsylvania Lines East. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. . Hrs. Min. 


1 Truck removed from under car. 15 


1 Truck removed and under car. 

About one-half of the time it is necessary to 
make two trips to tool house for jacks because 
one of those secured on the first trip was de¬ 
fective . 30 


1 Bottom Connection removed and applied 

(one end) . 10 


1 Bottom Connection removed and applied 
(one end). 

About one-half of the time the cotter key is 
rusted in key bolt hole and must be cut off with 
cold chisel or the jaw of the connection has 
been twisted so as to bind the key bolt. Un¬ 
der these conditions job requires. 15 


192 
























TABLE 20—CONTINUED 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


1 Brake Lever removed and applied. 


15 


1 Dead Lever Guide removed and applied.... 10 


1 Davis Brake Beam removed and applied... 50 


1 Top Arch Bar removed.. 1 


2 Broken Column Castings removed. 15 


1 Bottom Arch Bar renewed. 40 

2 Column Castings applied. 40 


1 Journal Box and Bearing renewed and dust- 
guard applied . 1 


1 Top Arch Bar applied. 1 


1 Truck replaced and car jacked down. 15 


Getting Material, locating inspector and mov¬ 
ing to next job . 30 


Total Time . 7 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. 

1 Brake Lever removed and applied. 

About one-half of the time cotter keys will 
rust fast in key bolt holes, taking five minutes 
additional time. 

1 Dead Lever Guide removed and applied. 

About two-thirds of the time the guide will 
be twisted and bent, binding the key bolt and 
must be straightened to extract the bolt. This 
will require . 

1 Davis Brake Beam removed and applied. 

About two-thirds of the time there will not 
be room to shift brake beam endways to re¬ 
move and apply, which difficulty would in¬ 
creases required time to. 1 

1 Top Arch Bar removed. 

About two-thirds of the time bolts and nuts 
will have to be cut with cold chisel and must 
be loosened from bolts with sledge, which in¬ 
creases required time to... 1 

2 Broken Column Castings removed. 

About one-half of the time cross bolts are 
rusted and bent in spring seat. Nuts must be 
cut off with cold chisel and bolts straightened 
to remove .. 

1 Bottom Arch Bar renewed. 

2 Column Castings applied. 

About one-half of the time spring plank is 
twisted and holes in plank are not drilled well 
it will increase time to. 1 

1 Journal Box and Bearing renewed and dust- 
guard applied. 

About one-fourth of the time the old bearing 
will be found to be fastened tightly to axle and 
must be cut off with hammer and cold chisel.. 1 

1 Top Arch Bar applied. 

About two-thirds of the time arch bar must 
be levered into line with bolt holes by pinch 
bars which consumes 30 minutes additional 
time or . 1 

1 Truck replaced and car jacked down. 

About one-half of the time one side of re¬ 
pair track is lower than the other, making it 
difficult to get car on center and requires 15 
minutes additional time or. 

Getting Material, locating inspector and mov¬ 
ing to next job. 

About two-thirds of the time the necessary 
material will not be on hand in storehouse, and 
mechanic must make rounds of blacksmith 
shop and scrap bins and sometimes must rob 
parts from stored truck, all of which increases 


time to . 1 

Total Time . 10 


193 


Min. 

20 

15 

20 

30 

30 

40 


7 

30 

30 


10 

37 


Piec« Work 7 























Piece work prices that would have been paid for operations given in Table 29. From Pennsylvania Lines East 
schedule as of 1918: 


1 Broken bottom arch bar renewed (Sec. 90, Art. 9).$0,208 

1 Top arch bar removed and replaced (Sec. 90, Art. 3).416 

2 Broken column castings renewed (Sec. 90, Art. 57)..386 

1 Broken Davis brake beam removed and replaced (Sec. 90, Art. 33).166 

1 Brake lever removed and replaced (Sec. 90, Art. 48).070 

1 Bottom connection removed and replaced (Sec. 90, Art. 49).042 

1 Broken journal box renewed (Sec. 90, Art. 29). 236 

1 Journal bearing and wedge renewed (Sec. 90, Art. 19).083 

1 Dust guard renewed (Sec. 89, Art. 13).042 

1 Dead lever guide renewed (Sec. 90, Art. 50)..: .070 

1 Truck removed and replaced (Sec. 92, Art. 18).208 


TOTAL .$1,927 


Comparing this with the varying time shown in Table 29, it appears that in truck work conditions are so variable 
that mechanics cahnot count upon given effort resulting in dependable hourly earnings. The average hourly earn¬ 
ings here vary between 27.4 cents and 18.2 cents. 


SPECIFIED HEAVY REPAIRS TO CLASS G. S. D. 50 TON STEEL GONDOLA. 

Table 30 shows the effect of varying conditions characteristic of railroad shopwork upon the man hours required 
to carry out the following repair jobs on a Class G. S. D. 50 ton steel gondola car: 

1 Rusted out center floor liner renewed. 

4 Rusted out end floor sheets renewed. 

2 Rusted out center floor sheets renewed. 

4 Rusted out inside hopper wings renewed. 

4 Rusted out outside hopper wings renewed. 

4 Rusted out double drop doors renewed. 

2 Rusted out end sills renewed. 

2 Broken coupler horns. 

2 Coupler carriers removed and replaced. (Bent.) 


TABLE 30. 

Time of Three Men Required to Perform Operations Specified. Table XXX. Heavy Repairs to G. S. D. Steel 

Gondola. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

2 Trucks removed from under car . 30 


182 Center floor liner rivets cut and punched 
out . 12 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

2 Trucks removed from under car. 

About two-thirds of the time it is difficult to 
find jacks, blocks and pedestals on which to 
place car which increases required time to... 1 

182 Center floor liner rivets cut and punched 
out. 

About two-thirds of the time nearly one-half 
of the rivets will have collars too large to 
punch out and will have to be cut the second 
time, the chisels will have to be taken to 
blacksmith shop and dressed, pneumatic ham¬ 
mer will become defective or the air pressure 
become very low, or the air pipe become filled 
with water because of poor drainage. These 
difficulties will often increase time required 
by six hours, or. 18 


194 


















TABLE 30—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

182 Center floor liner rivets driven. 14 


245 End floor sheet rivets cut and punched 
out . 14 

245 End Floor sheet rivets driven. 18 

92 94-in. center floor sheet rivets cut. 5 

84 94-in. center floor sheet rivets driven. 5 

76 94-in. Inside hopper wing rivets cut. 4 

56 94-in. Inside hopper wing rivets driven_ 4 

76 94-in. Outside hopper wing rivets cut_ 5 

56 94-in. Outside hopper wing rivets driven.. 3 

104 94-in. double drop door rivets cut. 5 

104 94-in. double drop door rivets driven. 5 

84 94-in. end sill rivets cut. 5 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

182 Center floor liner rivets driven. 

About two-tliirds of the time air pressure is 
too low to drive large %-in. rivets success¬ 
fully. Condition will be reported to foreman 
who calls up engine room and is informed they 
cannot furnish more air than they have steam 
to produce. Furnace must be refilled with fuel 
oil. At times rivets are furnished, having 
creases on the Sides or swelled near the head, 
or with, probably, a 32nd of an inch larger than 
required size, making it difficult to insert in 
holes. These difficulties will increase required 
time to . 16 

245 End floor sheet rivets cut and punched out. 

When difficulties as described on floor liner 
job are met w T ith, this operation will require.. 16 

245 End floor sheet rivets driven. 

When difficulties as enumerated on floor 


liner job are met this job will require. 22 

92 94-in. Center floor sheet rivets cut. 

When loose and with collars. 6 

84 94-in. Center floor sheet rivets driven. 

When rivets are oversize. 6 

76 94-in. Inside hopper wing rivets cut. 

When loose and with collars. 5 

56 94-in. Inside hopper wing rivets driven. 

When rivets are oversize . 5 

76 94-in. Outside hopper wing rivets cut. 

When loose and with collars. 6 

56 94-in. Outside hopper wing rivets driven. 

When there is poor air pressure. 4 

104 94-in. double drop door rivets cut. 

When loose and with collars. 6 

104 94-in. double drop door rivets driven. 

When holes match poorly. 6 

84 94-in. end sill rivets cut. 

When loose and collared. 6 


84 94-in. end sill rivets driven. 6 84 94-in. end sill rivets driven. 

When holes match poorly. 7 


12 94-in. coupler horn rivets cut. 1 

12 94-in. coupler horn rivets driven. 1 


136 ft. center and cross floor brace angle 
straightened . 


12 94-in. coupler horn rivets cut. 

When loose and with collars. 1 20 

12 94-in. coupler horn rivets driven. 

When rivets are not correctly made. 1 30 


136 ft. center and cross floor brace angle 
straightened. 

About one-fourth of the time it is difficult to 
find the heating apparatus required, tank must 
be filled and jacks and blocks procured, all of 
which increases required time to. 30 


195 





























TABLE 30—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

2 Coupler carriers removed and replaced. 1 20 


4 Double drop doors removed and applied... 6 


4 Drop door eye bolts removed and applied ... 40 


8 pair hinge eye bolts removed and applied... 2 


8 76-in. Roping staple rivets cut and driven.. 1 20 


2 Release levers and handles removed and 

applied . 27 


Bolting and fitting of all parts concerned in 
above repairs, including reaming . 60 


Gathering all of the material necessary to per¬ 
form all of the work above specified. 14 


Moving to the next job. 1 20 


Total Time .218 37 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

2 Coupler carriers removed and replaced. 

When bolts must be cut off with bar and 
sledge and when carrier must be reamed to 
insert new bolts. 1 40 

4 Double drop doors removed and applied. 

About two-thirds of the time key bolts are 
rusted in hinges requiring air hammer to jar 
loose. Hinges must be bent to meet hinge 
butts in applying the new doors, all of which 
increase required time to. 8 

4 Drop door eye bolts removed and applied. 

Two-thirds of the time nuts must be cut 
with the cold chisel and when new ones are 
not properly threaded they must be taken to 
bolt shop for rethreading which increases re¬ 


quired time to . 1 20 

8 Pair hinge eye bolts removed and applied. 

About one-half the time the nuts must be 
cut off with cold chisel, increasing required 
time to . 3 

8 %-in. Roping staple rivets cut and driven. 

When rivets are loose and holes do not line 
up easily it will take. 1 40 


2 Release levers and handles removed and 
applied. 

About one-half the time bolt must be cut 
with cold chisel requiring. 37 

Bolting and fitting of all parts concerned in 
above repairs, including reaming. 

About one-fourth of the time some of the 
parts will be found so hard as to burn the 
reamer used in the air drill. A new reamer 
will have to be secured at storehouse, and if 
they have none of proper size a worm 15-16-in. 
reamer will have to be used instead of a 
13-16-in., which will consume more time than 
if regular 13-16-in. reamer was used. These 
difficulties often increase time to. 80 

Gathering all of the material necessary to per¬ 
form all of the work above specified. 

About two-thirds of the time storehouse does 
not have all required material in stock and it 
is necessary to look about.the shop for it, in¬ 
creasing time to. 18 

Moving to the next job. 

About two-thirds of the time gang will be or¬ 
dered from the above job to assist in getting 
a track of light repair cars completed.* This 
may occur as often as 6 times before the 
heavy car is completed, often doubling time 


normally taken to change jobs. 2 40 

Total Time .279 47 


196 


















According to the piece price list for Pennsylvania Lines East, effective in 1917, this work would have been paid 
tor on the following basis: 


182 H in. Center floor liner rivets cut (Sec. 75, Art. 6).$ 6.916 

182 14 in. Center floor liner rivets driven (Sec. 75, Art. 17)..,. 10.374 

245 14 in. End floor sheet rivets cut (Sec. 75, Art. 6). 9.310 

245 14 in. End floor sheet rivets driven (Sec. 75, Art. 17)... 13.965 

92 14 in. Center floor sheet rivets cut (Sec. 75, Art. 6). 3.496 

84 14 in. Center floor sheet rivets driven (Sec. 75, Art. 17). 4.788 

76 14 in. Inside hopper wing rivets cut (Sec. 75, Art. 6). 2.888 

56 14 in. Inside hopper wing rivets driven (Sec. 75, Art. 17). 3.192 

76 14 in. Outside hopper wing rivets cut (Sec. 75, Art. 6). 2.888 

56 14 in. Outside hopper wing rivets driven (Sec. 75, Art. 17). 3.192 

104 14 in. Double drop door rivets cut (Sec. 75, Art. 6). 3.952 

104 14 in. Double drop door rivets driven (Sec. 75, Art. 17). 5.728 

84 14 in. End sill rivets cut (Sec. 75,. Art. 6). 3.192 

84 14 in. End sill rivets driven (Sec. 75, Art. 17). 4.788 

12 14 in. Coupler horn rivets cut (Sec. 75, Art. 6).456 

12 14 in. Coupler horn rivets driven (Sec. 75, Art. 17).684 

136 ft. Floor bearer and center sill flange straightened (Sec. 87, Art. 20). 9.520 

2 Coupler carriers straightened (Sec. 39, Art. 35).: .„.386 

2 Trucks removed and replaced (Sec. 87, Art. 18).208 

4 Double drop doors renewed (Sec. 35, Art. 2).832 

4 Double drop doors eye bolts renewed (Sec. 35, Art. 14).332 

2 Release levers removed and replaced (Sec. 24, Art. 4).084 

2 Release lever handles removed and replaced (Sec. 24, Art. 5).084 

8 Pair drop door hinge eye bolts renewed (Sec. 35, Art. 15). 1.104 

8 Roping staple % in. rivets cut (Sec. 75, Art. 17).400 

8 Roping staple % in. rivets driven (Sec. 75, Art. 18).464 


TOTAL...$83,798 


Comparing this with the total time required under the varying conditions characteristic of railroad shop work 
it appears that the average hourly earnings of the mechanics in question will vary between 38.3 cents and 29.9 
cents. 


TABLE 31. 

Time Required to Renew Two Center Sill Splices on 40 Ton Wooden Box Car. Pennsylvania Lines East. 

Table 31 shows the effect of varying conditions characteristic of railroad shop work upon the man hours which 
two men must put into the job of renewing two center sill splices on a Class X H 40 ton wooden box car. 

According to the piece price list for Pennsylvania Lines East, effective in 1918 this work would be paid for on 
the following basis: 


2 Broken center sill splices renewed (Sec. 84, Art. 5).$2,218 

2 Center sill splice slabs (Sec. 84, Art. 9). 692 

1 Center sill filler renewed (Sec. 84, Art. 10).555 

2 Center sill filler castings removed and replaced (Sec. 38, Art. 14).276 

2 Center sill filler bolt holes (Sec. 41, Art. 18).014 

2 ft. 1 14 in. Flooring renewed (Sec. 40, Art. 3).304 

1 Grain strip removed and replaced (Sec. 5, Art. 2).027 

1 Patch in end lining removed and replaced (Sec. 57, Art. 6).138 

1 Body bolster removed and replaced (Sec. 10, Art. 12).97 

2 Draft timbers and couplers removed and replaced (Sec. 38, Art. 3).. 1.247 

1 Coupler carrier removed and replaced (Sec. 39, Art. 32)...138 

2 Draft lug bolts renewed (Sec. 11, Art. 19).196 

1 Truck removed from under car and replaced (Sec. 92, Art. 18).208 

1 Body bolster stop casting removed and replaced (Sec. 10, Art. 15).138 

2 Furring pieces renewed (Sec. 80, Art. 34).276 

1 Brake rod removed and replaced (Sec. 19, Art. 19)..099 


TOTAL.$6,579 


Comparison with the time shown as necessary for the performance of this work will show that the average 
hourly earnings of the mechanics employed on the job may vary between 36.8 cents and 24.8 cents. This variation 
is wholly independent of their skill and the effort which they have put into the work. 


197 

















































TABLE 31. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

1 Truck removed and replaced. 40 


1 Coupler carrier removed and replaced. 25 

2 Draft timbers and couplers removed and re¬ 

placed, including lug bolts. 4 40 


1 Body Bolster removed and applied. 2 30 

1 Body Bolster casting removed and applied.. 40 

2 Old splices, filler and furring pieces removed 2 50 

2 ft. 194 in. floor renewed. . 1 30 

2 New Center Sill Splices, filler and filler cast¬ 
ings, 2 furring pieces applied, and boring 
4 filler holes . 2 14 


2 New Center Sill splice slabs applied. 1 


1 Grain strip removed and replaced. 4 

1 Lining patch removed and replaced. 20 

1 Brake Rod removed and replaced. 10 

Getting material from storehouse and splices 

from lumber yard . 40 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

1 Truck removed and replaced. 

About one-half of the time repair track will 
not be level, causing difficulty to center car 
and it will be hard to find jacks and blocks, 
increasing time to... 1 15 

1 Coupler carrier removed and replaced. 

About one-half of the time bolts are rusted 
and nuts must be cut off with cold chisel, in¬ 
creasing time required to. 35 

2 Draft timbers and couplers removed and re¬ 

placed, including lug bolts. 

About one-half of the time the bolts are bent 
and rusted and nuts must be cut with cold 
chisel and hammer. This together with 
trouble in matching center sill with draft tim¬ 
ber holes increases time to. 6 50 

1 Body Bolster removed and applied. 

About one-half of the time nuts will have 
to be cut off with cold chisel and bolt holes 
will not properly line up in reapplication, 


which will increase required time to. 4 

1 Body Bolster casting removed and applied.. 40 


2 Old splices, filler and furring pieces removed. 

About one-half of the time old splices are 
held tightly by floor nails and must be pulled 
down with jack and chain, increasing time to. 3 50 

2 ft. 194 in. floor renewed. 

About one-half of the time floor is good and 
care must be taken to save it, increasing re¬ 
quired time to ten minutes. 1 40 

2 New Center Sill Splices, filler and filler cast¬ 
ings, 2 furring pieces applied and boring 
4 filler holes. 

About one-half of the time trouble was met 
in entering the splice bolts because splice was 
milled under piece work conditions and work¬ 
manship poor. This would increase required 
time to . 3 14 

2 New Center Sill Splice Slabs applied. 

About one-half the time these slabs were 
framed incorrectly in mill as work was paid 
for on a piece w r ork basis. This increases time 


of application to. 1 30 

1 Grain Strip removed and replaced. 4 

1 Lining Patch removed and replaced . 20 

1 Brake Rod removed and replaced . 10 


Getting material from storehouse and splices 
from, lumber yard. 

About one-half of the time it is necessary to 
make a trip to the blacksmith shop and if 
lumber yard has not splices in stock it is nec¬ 
essary to order and get them from mill. 2 


198 
























TABLE 31—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Moving to next job 


Total Time 


10 


17 53 


Moving to next job. 

In about one out of every two jobs the dis¬ 


tance would be great enough to require. 20 

Total Time . 26 28 


SPECIFIED HEAVY REPAIRS TO 70 TON STEEL HOPPER CAR. 

Table 32 shows the effect of varying conditions characteristic of railroad shop work upon the time required to 
make the following repairs to a Class H-21 steel hopper car: 


Drop door rails removed. 

Double drop doors removed and replaced. 

8 T bolt turnbuckles applied. 

8 Pair drop door connecting links changed. 

1216 lbs. of steel straightened on bed. 

5 Cross braces renewed. 

2 N. S. gusset plates applied. 

16 Hopper wing patches applied. 

8 Bent hopper wings straightened. 

2 Cord angles applied. 

2 Full sides of car stakes and top angles straightened. 
1 Truck center plate removed and replaced. 

1 Truck removed and replaced. 


According to the piece work schedule for Pennsylvania Lines East in effect in 1918 this work would have been 
paid for on the following basis: 


" 288 Drop door rivets cut (Sec. 75, Art. 6). $10,944 

272 y in. Drop door rivets driven (Sec. 75, Art. 17). 15.504 

176 Drop door holes laid off (Sec. 51, Art. 3).880 

8 Double drop doors removed and replaced (Sec. 35, Art. 4). 2.216 

8 T bolt turnbuckles applied (Sec. 37, Art. 21). 1.104 

8 Pair drop door connecting links changed (Sec. 37, Art. 40).680 

1216 lbs. Steel straightened on bed (Sec. 87, Art. 31) . 6.080 

40 y in. Cross brace rivets cut (Sec. 75, Art. 6). 1.520 

40 y in. Cross brace rivets driven (Sec. 17, Art. 17). 2.320 

56 y in. Gusset rivets cut (Sec. 75, Art. 6). 2.128 

60 y in. Gusset rivets driven (Sec. 75, Art. 17). 3.320 

4 y 2 in. Gusset holes drilled (Sec. 45, Art. 2).308 

64 in. Hopper wing patch rivets cut (Sec. 75, Art. 6). 2.432 

64 y in. Hopper wing patch rivets driven (Sec. 75, Art. 17). 3.668 

8 Outside hopper wings straightened (Sec. 87, Art. 22). 1.376 

2 Cord angles applied... 

104 Cord angle holes drilled (Sec. 45, Art. 2)....’.. 7.160 

104 y in. Cord angle rivets driven (Sec. 75, Art. 17). 5.928 

2 Full sides of car stakes and top angles straightened (Sec. 87, Art. 36). 3.882 

1 Truck removed and replaced (Sec. 92, Art. 18).208 

8 y in. Center plate rivets cut (Sec. 75, Art. 17).456 

8 in. Center plate rivets driven (Sec. 75, Art. 18).464 


TOTAL...$72,578 


Comparing this with the totals for time required shown in Table 32 it appears that the average hourly earnings 
of the three mechanics might vary between 48.7 cents and 38.1 cents, showing that variable conditions characteristic 
of railroad shops make it impossible to apply piece work to the work without the development of injustices which 
inevitably prove a menace to the regular and economical operation of the maintenance of equipment work. 


199 






























TABLE 32. 


Time Required Under Varying Condition by Three Men to Perform Specified Heavy Repairs to Class H-21 70 Ton Steel 

Hopper Car. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

288 % in. Drop door rail rivets cut and driven 45 


Laying out 176 hoies in drop doors. 2 

8 Double drop doors removed and replaced... 4 


8 T Bolt turnbuckles applied. 1 30 


8 Pair drop door connecting links changed.... 1 


1216 lbs. of steel straightened on bed. 12 


5 Cross Braces renewed. (40 rivets cut and 
driven) . 5 


2 N. S. Gusset Plates applied, 56 rivets cut, 4 

holes drilled, 60 rivets driven. 8 30 


16 Hopper Wing Patches applied. (64 rivets 

cut and driven) . 10 30 


Bent Hopper Wings straightened 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

288 % in. Drop Door Rail Rivets cut and 
driven. 

If rivets have collars requiring double cut 
and if there is considerable reaming necessary 
to match up holes for new rivets, this opera¬ 


tion will require.53 

Laying out 176 holes in drop doors. 2 


8 Double Drop Doors removed and replaced. 

About one-half of the time cotter keys must 
be cut and cotters driven out of hinge butts 
with air hammer. Chute rests are slightly 
bent one-half of the time and hinge butts shift 
when riveting, which difficulties increase time 
required to . 6 

8 T Bolt Turnbuckles applied. 

About three-fourths of the time threads will 
be bad and they must be turned on with a 
bar, increasing time to. 2 30 

8 Pair drop door connecting links changed. 

In most cases these must be taken to black¬ 
smith shop to have ends cut off and the bolt 
shop for drilling, which increases required 
time by 30 minutes. 1 30 

1216 lbs. of Steel straightened on bed. 

About one-half of the time these parts will 
be so badly bent as to require four additional 
man hours to straighten. 16 

5 Cross Braces renewed. (40 rivets cut and 
driven.) 

About three-fourths of the time rivets will 
have collars and humps necessitating the use 
of sledge and wedges to separate the sheets... 7 

2 N. S. Gusset Plates applied, 56 rivets cut, 4 
holes drilled, 60 rivets driven. 

About three-fourths of the time rivets will 
require as many as three cuts before being 
removed. If center cross braces are new they 
are hard to spread so as to admit the gusset. 

These difficulties increase the required time to 10 50 

16 Hopper Wing Patches applied. (64 rivets 
cut and driven.) 

About three-fourths of the tftne one man 
must hold sledge against parts from which 
rivets are being backed out, so as to prevent 
it from yielding, which increases time required 
to . 13 30 

Bent Hopper Wings straightened. 

About one-half of the time wings will be bent 
so badly as to require two jacks and blocks to 
aid in straightening and requires additional 
time to complete job for application of brackets 3 


200 
















TABLE 32—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

2 Cord Angles applied (104 holes drilled, 104 
rivets driven) . 18 


2 Full sides of car stakes and top angles 
straightened . 10 


1 Truck removed from under car. 20 

Truck center plate removed, 8 %-in. rivets cut 50 


1 Truck Center Plate applied, 8 % in. rivets 


driven . 1 10 

1 Truck replaced. 20 


Bolting, fitting and reaming parts preparatory 
to application of rivets. 19 


Gathering material, checking up work and 
moving to next car. 8 


Total Time .149 10 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

2 Cord Angles applied. (104 holes drilled, 104 
rivets driven.) 

About three-fourths of the time considerable 
drifting must be done to properly match holes 
for application of rivets. This increases time 
to . 22 

2 Full sides of car stakes and top angles 
straightened. 

About three-fourths of the time these cars 
will be bent so badly as to require three more 


man hours to straighten. 13 

1 Truck removed from under car. 

If it is found necessary to go to tool house 
for jacks this will require. 40 


Truck Center Plate removed, 8 % in. rivets cut. 

About three-fourths of the time these rivets 
will be loose and hard to cut and center plate 


will have to be wedged loose from bolster.... 1 50 

1 Truck Center Plate applied, 8 % in. rivets 

driven . 1 10 

1 Truck replaced. 


About one-half of the time one side of repair 
platform will be lower than the other, making 
it difficult to center car. 40 

Bolting, fitting and reaming parts preparatory 
to application of rivets. 

About three-fourths of the time' these parts 
will require a great deal of drifting in order 
to have all parts square when completed. If 
parts that have been heated to straighten be¬ 
came case hardened the reaming will be ex¬ 
ceptionally difficult and job will require.24 

Gathering material, checking up work and 
moving to next car. 

About one-half the time it is difficult to get 
rivets of the proper size and it is necessary to 
cut a great many to length. Some extra trips 
to blacksmith shop for material may be neces¬ 
sary. A job as long as this one is seldom 
completed without involving some extra moves 
to work for a time on light repairs. This 
changing of jobs makes necessary additional 


trips to tool house for tools.12 

Total Time .190 40 


SPECIFIED REPAIRS TO 50 TON GONDOLA CAR. 

Table 33 shows the effect of varying conditions characteristic of railroad shop work upon the time necessary to 
make the following repairs upon a Class G R steel underframe 50 ton 40 ft. gondola. 

20 Side stakes straightened. » 

1 Side sill between bolsters straightened. 

2 End sill dents straightened. 

1 Side sill dent straightened. 

1 Striking plate dent straightened. 


201 


















According to the piece price schedule in effect upon the Pennsylvania Lines East in 1918 this work would have 
been paid for on the following basis: 


20 Bent side stakes straightened (Sec. 87, Art. 40).$5.54 

1 Side sill straightened back of bolsters (Sec. 87, Art. 30). 3.326 

1 Side sill dent straightened (Sec. 87, Art. 12).277 

1 Striking plate dent straightened (Sec. 87, Art. 12).. 277 

2 End sill dents straightened (Sec. 87, Art. 12).277 


TOTAL.$9,697 


It will be noted that Section 87, Article 12, of the Piece Work Schedule applies to a flat price of 27.7 cents 
to the straightening of various dents in various parts of the car. • As a matter of fact the price reads: 

“Dent in sheet, on car or sill” and includes “clamping, blocking and jacking.” 

Similarly Section 87, Article 30, establishes a flat price of $1,663 for straightening “Pressed, any size or rolled 
sill, less than 12 in. wide back of bolster, on car,” to include “clamping, blocking, jacking and heating.” 

It seems extraordinary that the time required to perform jobs involving such variable circumstances can be 
measured to the accuracy of one-tenth of a cent. 

Comparing the total payment with the time required to carry out the assignment it appears that such an 
attempt results in variation in the average hourly earnings of the mechanics from 35.5 cents to 25.7 cents, and that 
this variation is not in any way connected with their skill or effort. 


TABLE 33. 

Time Required by Two Men to Perform Under Varying Conditions Operations Specified, Heavy Repairs to G. R. 50 Ton 

Steel Underframe Gondola. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

20 Bent Side Stakes and full sides of car 
straightened . 14 


1 Side Sill bent back of bolsters straightened. 10 


2 Dents on end sill straightened. 1 20 


1 Dent on striking plate straightened. 1 

1 Dent on side sill straightened. 1 

Total Time . 27 20 


Pennsylvania Lines East. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

20 Bent Side Stakes and full sides of car 
straightened. 

About one-fourth of the time the stakes will 
be practically new and difficulty will be en¬ 
countered in gathering necessary tools to per¬ 
form the work. 18 

1 Side Sill bent back of bolster straightened. 

About one-half of the time bends will be of 
such character as to require five additional 
man hours to straighten.. .. 15 

2 Dents on end sill straightened. 

About one-fourth of the jobs are such as to 
require extensive heating, requiring additional 
time to set up tank and connect blow torch 


hose . 2 

1 Dent on striking plate straightened. 

About one-half of these jobs require heating 
and jacking and will take. 1 20 

1 Dent on side sill straightened. 

About one-half of the time it requires heat¬ 
ing and use of jack and blocks. 1 20 

Total Time . 37 40 


SPECIFIED REPAIRS TO 50 TON GONDOLA CAR. 

Table 34 shows the effect of varying conditions upon the number of man hours required to complete the fol¬ 
lowing repairs on a Class G. R. S. U. 50 ton gondola car: 

39 ft. 2Y% in. Broken and decayed flooring renewed. 

156 ft. Broken and decayed intermediate nailing sills renewed. 

78 ft. Broken and decayed side nailing sill renewed. 


202 




















According to the piece work schedule for Pennsylvania Lines East, this work was paid for on the following 
basis: 


39 ft. 2in. Floor renewed (Sec. 40, Art. 4).$7,257 

156 ft. Intermediate nailing sill renewed (Sec. 80, Art. 53). 3.276 

156 ft. Intermediate nailing sill framed (Sec. 80, Art. 53). 1.56 

78 ft. Side nailing sill renewed (Sec. 80, Art. 55). 4.29 

78 ft. Side nailing sill framed (Sec. 80, Art. 55). 2.886 

2 Drop end gates removed and replaced (Sec. 42, Art. 6).332 

4 Corner post bolts renewed (Sec. 11, Art. 9)..332 

2 End sill planks renewed (Sec. 80, Art. 26).554 

1 Brake shaft removed and replaced (Sec. 19, Art. 26).138 

1 Brake shaft ratchet pawl plate removed and replaced^ (Sec. 19, Art. 15).055 


TOTAL.$20.68 


The conditions attending the performance of the work given in Table 34 are so variable and there are so many 
factors besides that of individual effort that enter into the work that it should be clear that the establishment of 
piece work prices is purely arbitrary and that their computation down to tenths of a cent is intended only to give 
them the appearance of accuracy and care in establishment. 

Comparison with the total time required as shown in Table 34 shows that under this arbitrary system, the aver¬ 
age hourly earnings of mechanics may vary between 46.2 cents and 40.2 cents as the result of the normal variation 
in conditions of work over which they have no control. 


TABLE 34. 

Time Required by Two Men to Perform Under Varying Conditions the Work Specified, Heavy Repairs to G. R. S. U. 

50 Ton Gondola. 

Pennsylvania Lines East. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min. 


39 ft. Broken and decayed flooring removed... 8 


156 ft. of Broken and decayed intermediate 
nailing sills removed. 3 


78 ft. of Broken and decayed side nailing sills 
removed . 2 


1 Brake Shaft and 1 ratchet pawl plate re¬ 


moved and replaced. 20 

2 Drop End Gates removed and replaced. 1 


4 Corner Post Bolts removed. 20 


39 ft. Broken and decayed flooring removed. 

About one-half of the time nails will be 
partly clinched under nailing sills, increasing 
the time necessary to remove it.10 

156 ft. of Broken and decayed intermediate 
nailing sills removed. 

About two-thirds of the time all bolts and 
nuts will be rusted badly enough to require 
that sills be split and all bolts cut off with cold 
cutter and sledge.. 4 


78 ft. of Broken and decayed side nailing sills 
removed. 

About two-thirds of the time all bolts and 
nuts will be rusted badly enough to require 
that sills be split and bolts cut off with cold 
cutter and sledge... 3 

1 Brake Shaft and 1 ratchet pawl plate re¬ 
moved and replaced. 20 


2 Drop End Gates removed and replaced. 

About one-half of the time hook bolts are 
rusted and bent and must be cut with cold 
chisel, adding 20 minutes more time to opera¬ 
tion .'.. 1 20 


4 Corner Post Bolts removed. 

About two-thirds of the time these bolts will 
be rusted in side sill bracket and must be cut 
with cold chisel, requiring. 40 

2 End Sill Planks removed. 

About one-half of the time nuts will not 
turn off and must be split, requiring. 40 


2 End Sill Planks removed 


203 




























TABLE 34—CONTINUED. 


FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Trips to storehouse and to lumber yard for 
material. 

About one-half of the time extra trips must 
be made to blacksmith shop, bolt shop and 
planing mill for material not in stock . 5 

156 ft. Intermediate Nailing Sill framed and 
applied . 9 

78 ft. Side Nailing Sill framed and applied... 5 

39 ft. 2% in. Floor applied. 10 

4 Corner Post Bolts applied. 

About one-fourth of the time bolts must be 
taken to bolt shop for rethreading. 40 

2 End Sill Planks applied. 

About one-half of the time these planks 
were received framed incorrectly, and some of 
the holes had to be rebored. 50 

Moving to next job. 

This time depends on the distance between 
cars to which assigned. If these heavy re¬ 
pairs are done to car set on light repair track 
additional delay is caused by moving car to 
allow those completed to be pulled out for 
service . 1 

Total Time . 51 30 


SEC. 5. ANALYSIS OF PIECE WORK AS A METHOD OF PAYMENT FOR FREIGHT CAR REPAIR, 

NORFOLK & WESTERN. 

The tables in this section (Tables 35 to 39) represent special assignments to gangs working in the car shops of 
the Norfolk & Western Railroad under piece work. As in the case of the preceding sections, the times are given 
merely to show the extent to which conditions characteristic of railroad repair work, which in the nature of things 
piece prices cannot take into account, affect the time factor in any job, and therefore affect the average earnings of 
the mechanics carrying out the specified repairs quite apart from the skill, initiative or effort which they may 
show. To introduce elasticity into these piece price schedules which would even begin to take account of these 
variable elements would amount to the introduction of a personal and arbitrary element which would be intolerable 
from the point of view of the justness and reasonableness of rates. 

In other words the following tables exhibit the actual state which prevails with piece work in effect on the 
Norfolk & Western. Combined with the preceding tables it enables the reader to obtain a real impression of the 
characteristic tendencies where piece price payment is applied to railroad work. 

The jobs are priced according to Piece Work Schedules M P 217, 218, 219, 220, 221 and 226, which cover 
freight car work on that line. However, in order to get the earnings as of the period just prior to the abolition 
of piece work, 8 cents must be added to the amount earned per hour. As a matter of fact this is in point as the 
object of the analysis is merely to show the degree of variation in the amount of work necessary to complete 
a job for which any given piece price is fixed. 

Before proceeding to the analysis of jobs certain characteristics of the Norfolk & Western price list should be 
referred to. Probably with a view to reducing the bulk of the necessarily unwieldy schedule, single prices are made 
to cover not only a variety of different circumstances, but also changes in job due to the development of different 
equipment. 


Operations. Hrs. Min. 

Trips to storehouse and to lumber yard for 

material . 4 20 

156 ft. Intermediate Nailing Sill framed and 
applied . 9 

78 ft. Side Nailing Sill framed and applied... 5 

39 ft. 2% in. Floor applied. 10 

4 Corner Post Bolts applied. 30 

2 End Sill Planks applied. 40 

Moving to next job. 15 

Total Time . 44 45 


204 

















PRICES COVER WORK NOT PAID FOR. 

The following provision appears in each schedule: 

Each rate (unless otherwise specified) includes applying or replacing the part or parts mentioned, and taking 
down and replacing adjacent parts that have to be disturbed to properly do the work.” 

The contradictions and injustices which arise from such an attempt to render railroad shop piece price sched¬ 
ules a little less bulky are well illustrated by the following jobs: 


DUST GUARDS APPLIED TO BETTENDORF SIDE FRAME TRUCK. 

In order to remove and replace two dust guards in the journal boxes of a Bettendorf side frame truck it is 
necessary to remove the side frame from the wheels, which would include removing and applying two brasses and 
wedges. According to M P. 228, Rate No. 33, the operation of removing a Bettendorf frame when it is broken 
pays 85 cents, and yet, according to the condition quoted above, an operation which includes this pays the mechanic 
(Rate No. 131) only 45 cents. The job will require from 1 hour to 2 hours work. 


APPLICATION OF THIRD END PLANK FROM THE TOP SEPARATELY. 

In order to remove this end plank, which is called an intermediate, it is necessary to remove and replace two 
end planks above this one and an end top rail. This includes the removal of four corner band bolts, 2> l / 2 in. by 
in., six top rail bolts 7 in. by in. In other words the job includes all the work connected with the job of applying 
the two end planks above this intermediate plank, for which the railroad pays 60 cents. And yet according to the 
schedule this job is paid for as follows: 


Rate No. 3809. Applying intermediate end plank .$0.45 

Rate No. 3806. Framing intermediate end plank .10 

Total....$0.55 


The above quoted provision means that the extra work must be done for nothing. The job will require under 
favorable conditions approximately five man hours work. If the bolts are rusted and the nuts must be cracked it 
will require approximately seven man hours. 


SCHEDULES APPLY TO VARIOUS CONDITIONS AT VARIOUS POINTS. 

The Norfolk & Western schedules apply to all piece work points on the system. No two shop points are 
equipped alike. Some points with all the planing mill machinery necessary, while others have no planing mill ma¬ 
chinery at all. At these points material must be framed by hand. Similarly main shop points are equipped with 
punch and shear machines, cold cut off saws, drill presses and flange machines so that any kind of metal material 
can be manufactured for either home or foreign cars. Smaller points are not equipped with this improved ma¬ 
chinery, which means that material must frequently be ordered and shipped in. All these conditions affect the 
time required for the mechanic to complete the various jobs and to a greater or less extent destroy even an apparent 
relationship between an employe’s product and his average earnings. 


VARIATION IN SIZE AND CONSTRUCTION NOT ALLOWED FOIL 

The increasing size and weight of equipment, changes in construction, etc., introduce a new set of variants 
which steadily modify jobs to which rates apply, and it is impossible for a piece price schedule to embody all the 
multitude of new combinations resulting without becoming utterly unworkable. The Norfolk & Western makes 
provision for this as follows: 

“All rates not otherwise specified will apply to all steel cars (gondola or coke cars, box cars, etc., according to 
the schedule in question) of any class or capacity.” 

There are many different classes of cars of each type. Box cars have drifted from a wooden construction of 
30 ton capacity to a 40 ton capacity wooden equipment. Also 40 and 50 ton composite wood and steel cars have 
become a factor. For each operation on each class of car the work is radically different. Yet there are very few 
“specified” prices to cover these variations in the work. A few instances will illustrate the resulting situation. 


APPLICATION OF CORNER POST WOOD FRAME BOX CAR. 

The application of a corner post to a wood frame box car is paid for by Rate No. 904 (MP 217) at 75 cents. 
This applies to a 30 ton car. It also applies to a 40 ton wood frame and steel frame car on which the job will 
mean at least 30 minutes more work. 

APPLICATION OF SIDE PLATES TO BOX CAR. 

According to Schedule M P 217, Rate No. 870, the application of side plates to a box car is paid for at $7.00. 
The introduction of the 40 ton car meant much heavier plates. To perform this job on the 40 ton car adds at least 
three hours to the work of the mechanic, yet the same rate is paid for both. 


205 





TRICE DIFFERENTIALS DO NOT CORRESPOND TO DIFFERENCES IN WORK. 

The foregoing cases serve merely to illustrate the inability of the makers of piece plice schedules to adjust 
the thousands of rates to the jobs which are constantly changing. As a further illustration of this it will be inter¬ 
esting to glance at the job of a side top plank to two different classes of car. 

The application of a side top plank to a Class G G gondola car is paid for according to Schedule M P 221, as 
follows: 

Rate No. 2314. Frame 1 side top plank.$0.60 

Rate No. 2316. Apply 1 side top plank. 1.30 


Total..$1.90 

The same job on the Class H-5 hopper car is paid tor according to Schedule M P 220, as follows. 

Rate No. 3816. Frame 1 top plank. .$0.55 

Rate No. 3819. Apply 1 top plank. 1.50 

Total..$2.05 

In other words the difference in the amount paid for these two jobs amounts to 15 cents. Under favorable cir¬ 
cumstances the job can be done on the G G gondola in two hours, while the job on the H-5 hopper car will require 
six hours work, as follows: 

In order to apply the side plank on a G G gondola car it is necessary to remove and replace 32 three-eighth 
inch bolts, requiring one hour’s work. The plank for this class of car can be framed in 30 minutes. Thirty minutes 
will be required for securing material. Total, two hours. 

In order to apply the plank to a Class H-5 hopper car it is necessary to remove and replace one corner band, 
one end coping, one end top plate, two cross braces, to build a scaffold and to remove and replace 56 three-eighth 
inch bolts, all of which will consume 3 hours and 30 minutes. On account of the additional holes and gains on a 
plank for this type of car the framing of the plank will take two hours. Adding thirty minutes for the securing 
.of material, this will make a total of six hours work. 

In other words mechanics are required to do four hours extra work for 15 cents. Or to put the result another 
way, the mechanic may be able to earn 90 cents per hour on the G G gondola car in contrast with an average hourly 
rate of 34 1-6 cents on the hopper car. 


ATTEMPTS TO RENDER PIECE WORK MORE WORKABLE CANNOT SUCCEED. 

The foregoing illustrations show clearly that attempts to avoid the confusion of such rate books as those 
developed on the Pennsylvania and New York Central Lines cannot succeed, because these books cannot be simplified 
without an increased disregard of the innumerable variable factors which characterize the infinite variety of the 
carman’s work. 

The following tables show clearly that the Norfolk & Western piece price schedule was no more applicable to 
the actual conditions of railroad shop work than was the case on the New York Central and Pennsylvania systems. 
In short, it does not do what it is claimed to do. It does not reward the mechanic in proportion to his skill and 
effort. It is only through the equalizing factors which are found to creep in under such a system that the average 
earnings have been rendered endurable. 


END SILL JOB ON STEEL UNDERFRAME HOPPER CAR. 

Table 35 shows the variation in time required to remove and replace a wooden end sill on a 50 ton H. J. steel 
underframe hopper car. To apply this end sill it is necessary to remove and replace the following bolts: four %xl3, 
four 5^x10, four ^xlO, four 54x11, five $4x14. Also to secure material and remove and apply carrier iron lift rod. 


TABLE 35. 


Time Required to Remove and Replace Wooden 

\ 

FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Removing and replacing 21 bolts, securing ma¬ 
terial and applying carrier iron . 1 40 


End Sill on 50 Ton H. J. Steel Underframe Hopper. 

Norfolk & Western Railroad. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Removing and replacing 21 bolts, securing ma¬ 
terial and applying carrier iron. 

When bolts are rusted, nuts must be cracked, 
holes plugged and rebored in end sill to fit 
metal end plate and delay in securing trucks 
to get material with. 2 20 


20G 












TABLE 35- 

FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Remove and replace carrier iron. 10 


Remove and replace lift rod. 20 

Tighten body, remove and replace trucks. 30 


Total Time ... 2 40 


■CONTINUED. 

UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Remove and replace Carrier Iron. 

When carrier iron is not in designated place, 
or must be taken to blacksmith shop to be 
straightened or it is necessary to use second¬ 
hand nuts on four bolts. 20 

Remove and replace Lift Rod. 

When necessary to order lift rod on account 
of it not being in designated place or second¬ 
hand nuts must be used on four bolts. 25 

Tighten body, remove and replace trucks. 

When nuts are to be cracked, keys cut off, 
stools and jacks to be hunted and second-hand 


nuts to be used. 1 

Total Time . 4 5 


According to Norfolk & Western piece price schedule this work was priced as follows: 


Rate No. Operation Price 

3860 End sill apply .$0.70 

3708 One lift rod apply.15 

765 Bore hole or ream (8).08 

262 Remove and replace two trucks. 20 

276 Tighten trucks . 24 

3515 Tighten body.25 


Total money ...$1.62 

As the result of the varying conditions which characterize railroad shop work and which have no relation to 
the skill and ability of the mechanics, this fixed piece price would mean a variation in average hourly earnings from 
60.8 cents down to 39.6 cejits. 


FRAMING AND APPLYING 5 END PLANKS ON 50 TON GONDOLA. 

Table 36 shows the variation in the man hours requried to frame and apply five end planks to a Class G I 
50 ton gondola car on the Norfolk & Western Railroad. The dimensions of the planks are 2^4 in. by 9^4 in. by 
8 ft. 11 in. 

To apply these end plank it is necessary to remove one brake step, staff, top bracket and chain, build scaffold, two 
ladder stiles, end coping, secure material, five grab irons, bore 79 holes and remove and replace following bolts: 
twenty-seven 54x454, one 54x4, four 54x4, four 54x754, three 54x3, eighteen 34*4, two 34*354, twenty 54x354. 

According to the Norfolk & Western piece price schedule this job was paid for on the following basis: 


Rate No. Operation Price 

2305 End top plank apply.. ..^.$0.40 

2304 Frame 5 end plank at .15. 0.75 

2306 Four end plank other than top, apply at .25 each. 1.00 


Total money ........$2.15 


In other words upon the basis of the variation in man hours shown in Table 36 the average hourly earnings 
of mechanics will vary from 46 cents to 36.9 cents. These conditions are characteristic of practically all railroad 
shop work and are outside of the control of the men. 


TABLE 36. 


Time Required to Frame and Apply Five 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Secure material . 40 


End Planks to 50 Ton G. I. Gondola. 

Norfolk & Western Railroad. 

UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Secure Material. 

When push cars are hard to find and it is 
necessary to switch the load off to let another 
gang pass with a load and make an extra 
trip after material to planing mill after it had 
been ordered, or material shed, and bolts must 
be ordered or looked up, or old bolts taken to 
the bolt threader and nuts are not in stock or 
second-hand nuts used. 1 


207 

























TABLE 30—CONTINUED 


FAVORABLE CONDITIONS. 


UNFAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Remove and replace 5 end planks, 1 brake step, 
top bracket, stall* and chain, 2 ladder 
stiles, 5 grab irons, and coping and build 
scaffold . 30 

Remove and replace 79 bolts, apply nuts. 2 30 


Frame End Plank by sawing 5 plank, gain 
out for 20 heads of bolts in side plank 
angle iron, and boring 79 holes. 1 


Operations. Hrs. Min. 

Remove and replace 5 end plank, 1 brake step, 
top bracket, staff and chain, 2 ladder 
stiles, 5 grab irons, and coping and build 
scaffold . 30 

Remove and replace 79 bolts, apply nuts. 

When nuts must be cracked or bolts cut off 
on account of rust or safety appliance being 
riveted over nuts. 3 

Frame End Plank. 

When timber works bad, knots are struck 

with bits, and necessary to file bits. 1 20 

The price on this job has never been raised 
since the safety appliance has been added to 
the car, which has required the riveting over 
of bolts on nuts and end ladders have been 
added. Extra work added amounting to one 
hour. 


Total Time . 4 40 Total Time . 5 50 

REPAIRS ON 421 TON ARCH BAR TRUCK. 

Table 37 shows the variation in time required to remove and replace one spring plank A end and one truck 
bolster, brake beam and journal box B end of a A2]/ 2 ton arch bar truck. 


In order to remove and replace the spring plank it is necessary to remove four columns and bolts 1^x22, eight 
journal box bolts 1^x16, remove and replace arch bar and jack up truck bolster to a point that will clear the spring 
plank, approximately 34 inches. 


TABLE 37. 


Time Required for Specified Repairs 

FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Remove and replace 12 bolts. 2 


Removing and replacing spring plank. 3 


Remove and replace a TK truck bolster B end, 

4 %x22 column stand bolts, 1 %xl6, 8 
%xl0, 5 %x9, 4 34x12, 4 %x2%, and one 
lever guide must be removed and reap¬ 


plied . 3 

Brake Beam Metal, remove and replace. 30 

Apply Journal Box B end.. 15 


Tighten body 


to 42 Ton Arch Bar Truck G. G. 

Norfolk & Western Railroad. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Remove and replace 12 bolts. 

When nuts have to be cracked and the bolts 
are rusted in the guide bars and arch bars 
and it is necessary to replace the old bolts with 
new ones, to line up arch bars and to use 
second-hand nuts . 4 

Rmoving and replacing spring plank. 

When jacks have to be found and stools 
looked up, material brought to the car, extra 
amount of work would amount to. 4 

Remove and replace a TK truck bolster B end. 

When bolts are rusted and nuts have to be 
cracked, bolts bent and hard to remove from 
the arch bars and journal boxes, second-hand 
nuts used . 8 

Brake Beam Metal, remove and replace. 

When hangars and fulcrum are bent it 
would be necessary to add 10 minutes. 40 

Apply Journal Box B End. 

In case material was not in stock and box 
had to be ordered or second-hand box, wherein 


dust guard would have to be removed. 35 

Tighten Body. 

When nuts on bolts and rods are rusted and 
have to be cracked. 1 30 


208 






















TABLE 37—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Tighten trucks, remove and replace 


40 


Securing material for this job 


1 


Total Time 


14 25 


Tighten Trucks, remove and replace. 

When jacks and blocks must be hunted and 
nuts must be cracked in order to tighten bolts, 
and missing cotter pins or brake pins applied 1 10 

Securing material for this job. 

Material not in stock and the second trip has 
to be made after ordering same and second¬ 
hand nuts found.'.. 1 30 

Total Time . 21 25 


According to the piece work price list of the Norfolk & Western Railroad this work would be paid for as 
follows: 


Rate No. Operation Price 

23 7 Applying spring plank .$1.25 

89 Applying metal brake beam.• •.15 

35 Applying TK truck bolster. 1.50 

37 Ironing TK truck bolster. 40 

2015 Tighten body. 1.25 

262 2 Trucks tighten and replace.40 


Total money.$4.95 


Comparing this with the variation in time required to p'erform these operations it would appear that average 
hourly earnings would vary from 34.3 cents down - to 23.1 cents. 


SPECIFIED REPAIRS TO 40 TON WOOD FRAME BOX CAR. 

Table 38 shows the variation in time required to apply one end sill, one lift rod and two center sill splices to a 
40 Ton Wood Frame Steel Bolster Box Car on the Norfolk and Western. 

In order to apply two center splices it is necessary to remove and replace 64 bolts, 1 carry iron, 2 stiffners, 2 
draft timbers, 1 body bolster, cut the rear lap on old sill for splices secure material, dropping drafts and coupler. 


TABLE 38. 

Time Required to Apply One End Sill, One Lift Rod and Two Center Sill Splices on 40 Ton Wood Frame Box Car. 

Norfolk & Western Railroad. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min. 


To remove and replace 64 bolts in applying 
center sill splices. m 4 


Frame Center Splices, old sill boards, socket 
washer holes and nails in the stiifners.... 4 


Applying end sill necessitates removing and 
replacing 16 bolts. 1 


Remove and replace one uncoupling rod. 10 


To remove and replace 64 bolts. 

When nuts have to be cracked, bolts are 
bent and hard to drift out, Sills are nailed with 
an oversized nail and nails are in the way of 
boring holes up through lap splice and through 
sides of sill and second-hand nuts are used.. 6 

Frame center splices, old sill boards, socket 
washers, holes and nails in the stiffners. 

When timber is full of knots, nails are in the 
way in boring socket washer and nails in the 
stiffner . 5 


Applying end sill necessitates removing and 
replacing 16 bolts. 

On account of nuts being rusted, bolts bent, 
safety appliances riveted over, truss rods being 
bent and nuts have to be cracked. 1 30 

Remove and replace one uncoupling rod. 

When rod has to be taken to and from black¬ 
smith shop, nuts cracked. 20 


209 





















TABLE 38—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


I Coupler, including draft timbers lowered and 


raised . 20 

Securing material . 30 


Tighten and truss body, remove and replace 

trucks . 1 10 


Total Time . 11 10 

According to the Norfolk & Western Piece Price 
lowing basis: 


1 Coupler, including draft timbers lowered and 
raised. 

When trestles cannot be found and jacks 
are hard to secure. 30 

Securing material. 

When necessary to look for truck, hunt 
jacks, tools and make second trip for same... 50 

Tighten and truss body, remove and replace 
trucks. 

When jacks have to be secured, nuts cracked 
on arch bars and rods and draft bolts on op¬ 


posite end of car tightened. 1 40 

Total Time . 15 50 


t these operations would have been paid for on the fol- 


Rate No. Operation Price 

1109 Splice 2 center sills . $6.00 

1174 Apply outside end sill.90 

729 Apply uncoupling rod.15 

742 1 Coupler up and down...40 

414 Tighten body .30 

276 2 trucks tightened .*.24 

262 2 trucks removed and replaced.40 

714 Apply one striker plate .*. -02 


TOTAL 


$8.41 


Reference to Table 38 will show that varying conditions characteristic of railroad work will cause these prices 
to mean average hourly earnings varying between 75.4 cents and 53.2 cents. 


COMBINATION JOB ON 30 TON BOX CAR. 

Table 39 shows the variation in man hours required to apply one corner post, one end plate, one false end sill 
and new end fascia to a Norfolk and Western 30 Ton Box Car. 

To remove and replace these parts it is necessary to remove nuts from 5 strap bolts, 3 corner bands, 6—}4"x6" 
bolts, 3 grab irons, to jack up the roof approximately six inches. It is also necessary to remove nuts from 4 rods, 
4—^j"xl4" bolts, to remove 2 castings, to set nails on 9 feet of siding, to remove and replace 2 feet of siding under 
corner bands and grab irons, to remove and replace two running board brackets, 2—£4" rods and 2 roof rafters. 

According to the Norfolk & Western Piece Price List these operations would be paid for as follows: 


Rate No. Operation Price 

904 Apply corner post . $0.75 

893 Apply end plate . 2.00 

777 False end sill or 2 corners on intermediate .85 

788 End fascia applied.10 

820 Bore hole or ream lc each.05 

975 Apply 2 ft- roof at 5c.10 

1023 Apply 2 ft. siding at 15c.30 


TOTAL. $4.15 


Reference to Table 39 will show that these prices mean a variation in average hourly earnings due to conditions 
characteristic of railroad shop work, from 45.2 cents down to 34.1 cents. 


210 




























TABLE 39. 

Time Required to Apply Comer Post, End Plate, False End Sill and New End Fascia to 30 Ton Box Car. 

Norfolk & Western Railroad. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min. 


Remove and replace 1 corner post. 


Remove and replace 2 ft. of siding. 40 

Remove and replace end plate. 3 40 


False End Sill removed and replaced. 3 


End Fascia removed and replaced. 30 

Securing material . 20 


Total Time . 9 10 


Remove and replace 1 corner post. 

When corner baud bolts are rusted and must 
be cracked and rods must be cut off and are 
shrunk with the wood in plate and lining to 


be cut off, extra 1 hour 30 minutes. 2 s 30 

Remove and replace 2 ft. of siding. 40 

Remove and replace end plate. 


When nuts on rods are rusted and rods are 
hard to drift out, jacks must be hunted up 
and carlin reframed... 4 

False End Sill removed and replaced. 

When nuts have to be cracked on two rods 
in the six bolts, floor cut off to allow sub sill 
to go back to its proper place, new castings 


secured . 3 30 

End Fascia removed and replaced. 

When end fascia must be reframed.. 40 

Securing material. 


When push cars are difficult to find, jacks 
must be looked up, material ordered and the 
Second trip made before it can be secured and 


second-hand nuts used. 50 

Total Time . 12 10 


SECTION 6. ANALYSIS OF PIECE WORK AS A METHOD OF PAYMENT FOR LOCOMOTIVE REPAIRS, 

PENNSYLVANIA SYSTEM. 

The tables in this section (Tables 40 A to G 41-A to L and 42-A to Q) present a real picture of the applica¬ 
tion of Piece Work to Locomotive Repair on the Pennsylvania System. Tables 40 and 41 with their subdivisions 
represent the actual work performed in the Altoona Erecting Shop while Table 42 with its subdivisions represents 
the work performed in the machine shop at Columbus, Ohio. 

Briefly stated these tables show that piece work as a method of payment is even more unadapted to locomotive 
repair work than to car repair work. Aside from all the factors which caused a great variataion in time required 
to perform jobs in the car department, the mechanics who repair locomotives are faced with the additional lack of 
uniformity which always characterizes the assembling of complicated machinery. 

Examination of the tables in this section, which show for a large number of representative jobs the variation in 
man hours necessary to complete the work, the price according to the Piece Work Schedule, and the variation in 
average hourly earnings resulting shows the existence of practically no relationship between the prices and the 
jobs. The average hourly rate of earnings for each job is given not because it has any significance whatsoever but 
to show that it has no significance whatsoever. Average hourly earnings serve merely as an index of the inappli¬ 
cability of piece rate payment to work of this character. Taking into account the man hours required to perform 
^ach job the average hourly rate of earnings on the basis of the Pennsylvania Piece Price Schedule may vary all 
the way from a fraction of a cent (see Table 40-B) to over $1.40 (see Table 40-G).* 

Clearly this condition means but one thing. Under Piece Work as developed by the Railroads through long 
experience Piece Work is not piece work. It does not pay by the piece. The analysis contained in the tables show 
this to be the case. In showing that piece work does not pay by the piece, it shows that so-called piece work on 
the railroads is really another method of payment travelling under an alias. It is a fraud, fundamentally dishon¬ 
est and insincere. As in the cases shown concerning car repair work an elaborate and complicated schedule of 
prices is given the appearance of being graduated to correspond most minutely to the times required to perform 
the various jobs under normal conditions. Jobs appear to be differentiated down to tenths of- a cent, or in other 
words to seconds. And yet, wholly aside from the fact that the time necessary to perform any single job may 
vary by many minutes or hours, it appears that in reality there is no relationship between the price and the time re¬ 
quired under favorable circumstances. 

*"see Price Cards reproduced in Appendix IV. All the cards on the basis of which jobs in Tables 40 and 41 are 
priced have been reproduced. 


211 


















Twenty-one and one-tenth cents is paid for a job requiring from 10 to 30 minutes (Table 40-D) and 16.8 cents 
for a job requiring from 1 to 4 hours (Table 40-C); 11.7 cents is paid for wedging loose and lifting off a cylinder 
requiring from 4 hours and 20 minutes to 6 hours and 30 minutes and for removing throttle lever from the throttle 
rod requiring from 15 minutes to 30 minutes (Table 40-C and D). A series of jobs (Table 40-F) requiring ap¬ 
proximately the same length of time are priced at 13.8 cents, at 17 cents and at 2.3 cents. A job requiring from 1 
hour to 2 hours and 30 minutes is priced at 56.3 cents while the immediately preceding job requiring from 4 to 6 hours 
is priced at 58.8 cents or just 2^4 cents added for 3 hours additional work. Chipping and fitting a cylinder saddle 
requiring 20 hours work is priced at $12,128 while a neighboring job requiring half the time is priced at 69.6 
cents. 

There are but a few instances chosen at random. As a matter of fact there is no necessity of choosing instances 
for the tables are simply a succession of instances. Any page represents a selection. Obviously the only sig¬ 
nificance of the piece prices is to furnish an apparent basis for some sort of average payment to the pool or gang. 
The purpose of the prices is primarily to deceive as many of the mechanics as possible, to establish a method of pay¬ 
ment which will afford a seeming justification for the differentials in earnings as between man and man. 

The system introduces not only variation in earnings as between one mechanic and another, but also into the 
earnings of any one mechanic as between one payroll period and another. It is an artificial means of introducing 
the factor of uncertainty which increases the arbitrary power of management. It is, in fact, as shown by these 
tables, a subtle method of disintegrating the opposition to this arbitrary and unsocial method of payment by what 
has the psychological effect of a succession of tips or bribes administered at the proper place and time. 

The basic dishonesty which appears in the following tables acts like contamination in water. The contagion 
spreads throughout the whole shop organization. The employes recognize this fact and this recognition leads them 
to oppose the system despite the fact that it awards them an apparent increase in average hourly earnings. This 
aspect of the matter has been fully discussed in section 1, which brings together the broad facts which stand out as 
a result of the analysis presented in this series of tables. Here it is merely the intention to point to the fact that 
the following tables reveal the inherent unsoundness of piece work as a method of payment in. railroad shops. It 
is a shallow pretense, the only attempted justification advanced by those who favor it, that it pays by results being 
controverted by the facts. 

Careful reading of the brief descriptions of many of the jobs is sufficient to reveal the impossibility of making 
a fixed price for work of this nature. Attention is particularly directed to such work as the lining up of the boiler, 
the general lining and squaring of the engine and the setting of the valves. Such jobs with all the preparatory 
work that goes with them require nice adjustment upon which the safe and effective operation of the locomotive de¬ 
pend. Attention is particularly directed to the appendix describing the fine points of valve setting.* 

The tables show man hours, some jobs representing the work of a single mechanic, others representing the 
work of two, three or four in combination. The times given are not assigned as absolute but are as nearly as possi¬ 
ble indicative of the spread of time necessary to do the work under various circumstances. 

The first table (No. 40) shows jobs characteristic of the stripping of a locomotive. Table 41 shows jobs char¬ 
acteristic of the assembling of the locomotive. Table 42 shows jobs characteristic of the machining necessary to 
carry out repairs to the parts after the locomotive has been dismantled. 

ANALYSIS OF JOBS IN ALTOONA ERECTING SHOP. 

The various jobs outlined herein are performed in the Erecting Department of the Altoona Machine shops of 
the Pennsylvania Railroad at Altoona, Pennsylvania. 

The examples cover almost every type of job which Machinists perform in the erecting shops on all class re¬ 
pairs to every type of locomotive used by the Pennsylvania Railroad. 

With but few exceptions the jobs discussed below are arranged in the order in which regular class three repairs 
would be done in the shops. 

The time required to perform the different jobs as shown under good conditions and under adverse conditions 
have been furnished by former Pool Leaders who have had from twenty to twenty-six continuous years of expe¬ 
rience at performing jobs of the character of these shown, in the Erecting Shop Departments of the Altoona Ma¬ 
chine Shops at Altoona, Pa., and the number of times when the jobs were performed in the time specified as under 
good conditions are few and far between and would not occur over 25 per cent of the time. 

The time required is based on repairs to the various types of Freight Locomotive used by the Pennsylvania Rail¬ 
road, though more discussion is given to repairs H 6, a type because that is a medium weight freight locomotive 
with features that are common to most other types. 

The increased size of the parts of a K 2 over those similar parts on an H 6 a greatly increase the weight of the 
parts, and it necessarily follows that it requires considerable more energy to be expended by the workers, when 
making repairs to a K 2 than while working on the Lighter Type H 6. 

In this connection it should be stated that a good number of these prices were originally set for repairs to the 
old style D 16 and other small types of Locomotives used by the Pennsylvania in the early days of piece work. The 
size of these D 16 and the small type Locomotives when compared to the present day monsters of the rail, would 
be as a month old colt compared to a 5 year old horse. 


♦See Appendix VI. 


212 



By taking practically every job which occurs on an H6a and adding to them the jobs occuring on the other 
types and which do not appear on an H 6 a a fairly comprehensive picture of repairs as performed in the Erecting 
Shops is given. 

These jobs are all performed by what is known as the Pool System. That is the workers are grouped in what 
is known as a pool, each pool consisting of from four to ten men, one of the members being known as the Pool 
Leader. 

On the daylight force in the Erecting Shops there were approximately 84 Pools composed of from four to ten 
men each, working on work generally recognized as machinist’s work. About 50 of those pools were known as Track 
Pools. They were supposed to work only in one section of the shop on one locomotive and only on certain parts of 
the locomotive. 

The remaining work was done by pools known as floating pools. They being the cock and angle iron pools, 
Link and Drive Box Pools, Air Brake Pools and Steam Pipe Pools. Each shop usually has two or more floating 
pools of each kind; for instance shop No. 2 at Altoona had two air brake pools. For each kind of work done by 
floating pools the capacity of the shop is divided into as many parts as there are pools of that kind, and each pool 
confines its work to that proportion of the locomotives. Each of the two air brake pools worked on eight engines. 
The same was true of each other kind of pool. 


TABLE 40. 

STRIPPING THE LOCOMOTIVE. 


(a) Brake Mechanism Removed. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Driver Brake Rigging removed from driving 
wheels. 

This job covers the removing of brake rig¬ 
ging from four pairs of driving wheels and in¬ 
volves the disconnecting and removing of ad¬ 
justing rods, braking rods, pins, clogs, hangers, 
shoes and cotter keys. 1 30 


Price .$1,378 

Average hourly earnings.918 

16 Brake Rod Safety Hangers removed. 

This involves the removal of the nuts off of 
hangers . 40 

Price .$0,336 

Average hourly earnings.502 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Driver Brake Rigging removed from driving 
wheels. 

It will require double the time in case rods 
are bent, threads on adjusting rods are flat¬ 
tened or dirty, pins are worn in center, cotter 
keys are broken, rigging covered with ice or 
ashpan has ashes in it. This job is practically 
all pit work, allowing very little room for 
swinging a sledge in cases where it is neces¬ 
sary to drive out pins. Cotter keys may have 
to be punched or drilled out. Time under un¬ 
favorable conditions might be considerably 


longer than given . 3 

Price .$1,378 

Average hourly earnings.459 


16 Brake Rod Safety Hangers removed. 

If nuts are tight or rusted, making the turn¬ 
ing hard or necessitating the splitting of the 
nuts, 10 minutes must be added. There are one 
or two nuts on each hanger and the case arises 
where all of them must be split—in this case 

at least an hour would be consumed. 50 

Price .$0,336 

Average hourly earnings.402 


Main Vertical Reservoir removed. 

Including bands and braces. 


Price .$0.35 

Average hourly earnings..55 

Main Reservoir (horizontal type) removed ... 


.$0.35 
. .60 


Main Vertical Reservoir removed. 

40 The nuts in the pins may have to be split. 

The blocking necessary to hold the reservoir 
in place may not be immediately available or 
the pipes might interfere and have to be re¬ 
moved and it is also necessary at times to 
wait for a crane, which necessitates standing 
around idle or dropping the job to return to it 
later. Such conditions would add from 10 to 

20 minutes to the actual time. 1 

Price .$0.35 

Average hourly earnings.35 

35 Main Reservoir (horizontal type) removed. 

When required to wait on crane or to dis¬ 
connect iron pipe. 1 

Price .$0.35 

Average hourly earnings.28 


15 


Price . 

Average hourly # earnings 


213 

























FAVORABLE CONDITIONS. 

Operations. 

Equalizing Reservoir removed, including bands 10 


Price .$0,148 

Average hourly earnings.89 

Driver Brake Fulcrum disconnected. 40 


Price .$0.89 

Average hourly earnings. 1.335 

Fulcrum removed . 15 


Air Pump removed from bracket . 25 

Price . $0,403 

Average hourly earnings.967 

Air Pump Brackets removed. 20 

Price .$0,233 

Average hourly earnings.70 

Main Driving Rod removed. 1 30 

Price . $0,059 

Average hourly earnings .036 

One Pedestal Cap taken down . 30 

Price .$0,223 

Average hourly earnings.446 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Equalizing Reservoir removed. 

When necessary to split nuts or disconnect 

pipe . 25 

Price .'.$0,148 

Average hourly earnings.355 

Driver Brake Fulcrum disconnected. 

The fulcrum is connected with the main 
frame of the locomotive by at least four bolts 
—taper fit bolts are very hard to get out. 

Bolts may have to be burned out or drilled 
out. Such drilling implies drilling through 
four inches of solid steel. The fulcrum may 
have to be wedged off. Under difficult condi¬ 
tions this job may require anywhere from 1 

hour and 45 minutes to 4 hours. 1 45 

Price ..$0.89 

Average hourly earnings .508 

Fulcrum removed. 

If the fulcrum must be repaired and is 
dropped into the pit when removed from its 
position on the locomotive it is necessary for 
the mechanic to secure chains and the service 
of the crane, increasing the time required by 
30 minutes . 45 

Air Pump removed from bracket. 

When bolts and studs are rusted and dirty 
and wrenches will not fit, the dirt must be 
cleaned off and nuts filed to fit the wrench, 

adding 15 minutes work.. 40 

Price .$0,403 

Average hourly earnings.604 

Air Pump Brackets removed. 

When nuts will not turn off and must be 
split and it is necessary to get and grind chisel, 

20 minutes work must be added. 40 

Price .$0,233 

Average hourly earnings.456 

Main Driving Rod removed. 

There are times when back end rod bolts 


are tight, the set screw is broken off and the 

front end is gaulded. 15 

Price ..$0,059 

Average hourly earnings.0036 


One Pedestal Cap taken down. 

If pedestal cap bolts are loose and rusted 
30 minutes or more additional work will be 


necessary . 1 

Price ...$0,223 

Average hourly earnings.223 


TABLE 40—CONTINUED. 

Hrs. Min. 


Driving Box removed. 

This work requires two men, one to hold the 
soft hammer on the box and one to drive the 
box from the journal after removing cellar 


keys and split keys. Time required.. 20 

Price .$0.18 

Average hourly earnings.54 


Driving Box removed. 

About one-fourth of the time the box must 
be removed with driving box cellar puller when 
the journal has been hot, causing the brass 
from the box and shell to run in the openings 
between box and cellar. Including the time 
necessary to obtain puller and bar, this will 


add 20 minutes. 40 

Price .$0.18 

Average hourly earnings.27 


214 












































TABLE 40—CONTINUED. 


STRIPPING LOCOMOTIVES—Continued. 

(b). Driving Rods and Wheels Removed. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min. 


Engine Truck Axle Guard Casting uncoupled 30 


Price .$0,232 

Average hourly earnings.464 

Engine Truck Center Pin removed.. 15 

Price . $0.17 

Average hourly earnings.68 

Large Truck Beam, king bolt and casting re¬ 
moved . 2 

Price . $0,636 

Average hourly earnings.318 

Driving Spring Equalizer over driving box re¬ 

moved. 

Time given is per box. 13 

Price .$0,138 

Average hourly earnings.552 


Engine Truck Axle Guard Casting uncoupled. 

About four out of five times the nuts are 
rusted on and must be split with a chisel. 


Price .$0,232 

Average hourly earnings.077 

Engine Truck Center Pin removed. 

If center pin is worn or key is extra tight.. 1 

Price .$0.17 

Average hourly earnings.17 


Large Truck Beam, king bolt and casting 
removed. 

If front end of truck beam is so battered 
that it will not pull out of the slot in the king 
bolt three hours additional will be required.. 5 


Price .$0,636 

Average hourly earnings.127 


Driving Spring Equalizer over driving box 
removed. 

Nine times out of ten bolts and nuts are 


rusted, in which case it will require. 1 

Price .$0,138 

Average hourly earnings.138 


Trailer Rigging removed. 

This job, as described, applies to locomotives 
Class E-2, E-3 and E-3a. 4 


Trailer Rigging removed. 

When trailer frame and trailer box bolts are 
rusted and the trailer radio plate bolts are 
tight and rusted, there are four bolts which 
the mechanic cannot get out—to drive out it is 
necessary either to drill them out or to block 
and wedge them. This situation occurs about 


two-thirds of the time. 10 

Price ..$0,465 

Average hourly earnings .047 


Price .$0,465 

Average hourly earnings.116 


STRIPPING LOCOMOTIVE—Continued. 


(c) Valve Gear, Piston Guides and Cylinders Removed. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 


Operations. 


Hrs. Min. 


Operations. 


Hrs. 


Min. 


2 Links removed from locomotive with Steph¬ 
enson valve gear. 

This includes the removal of four Jlink 
hangers ... 1 15 

Price .$0,572 

Average hourly earnings.458 

2 Transmission Bars removed. 

Eight bolts in splice, front and back sections 

cut . 

Price .$0,488 

Average hourly earnings.976 

4 Eccentric Rods removed. 

Includes the removal of 12 bolts. 


Price . v .$0,256 

Average hourly earnings .512 


2 Links removed from locomotive with Steph¬ 
enson valve gear. 

In case bolts stick or a pin breaks off and it 
is necessary to get another man with a sledge 
to get the bolts out, 30 minutes extra work 

will be necessary. 1 45 

Price .$0,572 

Average hourly earnings.327 

2 Transmission Bars removed. 

When splice bolts are tight the job will take 

30 30 additional minutes . 1 

Price .$0,488 

Average hourly earnings.488 

4 Eccentric Rods removed. 

30 About half of the time the nuts are rusted 

and must be split, requiring 10 minutes addi¬ 


tional . 40 

Price .$0,256 

Average hourly earnings.384 


215 















































TABLE 40—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

4 Eccentric Straps removed. 

Includes the removal of 16 bolts. 4 

Price .$0,424 

Average hourly earnings.106 

2 Double Eccentrics removed. 

Includes removal of 4 studs. 2 

Price .$0.34 

Average hourly earnings.17 

Lift Shaft removed from bearings . 30 


Price .$0,058 

Average hourly earnings.116 

1 Top Rocker Bolt and Guide Yoke line© 

removed . 10 

Price .$0,047 

Average hourly earnings.282 

Rocker Box removed. 

This includes removal of 4 bolts. 1 


Price .$0.27 

Average hourly earnings.27 


Reverse Lever Mechanism removed. 

The mechanism includes reverse lever quad¬ 
rant, brackets, fulcrum, reach rod and guards. 
The time required involves securing an order 
from the foreman assigning the repair work to 
one of the mechanics in the machine shop.... 1 

Price.See Reverse Valve Replaced 

Piston disconnected from cross-head. 

Including getting puller from tool room and 

removing key . 1 

Price .$0,181 

Average hourly earnings.181 

Piston Rod removed from cylinder. 

This includes the disconnecting of the pis¬ 
ton, the removal of the rod packing, gland, 


oil cup and swab. 20 

Price .$0.17 

Average hourly earnings.51 

Piston Guides removed. 

This includes four guides, 12 bolts, including 
dowel pins . 3 

Price .$0,768 

Averags hourly earnings.256 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

4 Eccentric Straps removed. 

About half of the time the nuts are rusted 
and pins may break, making it necessary to 
drill or punch them out. An additional hour 


will be necessary. 5 

Price .$0,424 

Average hourly earnings.085 


2 Double Eccentrics removed. 

About two-thirds of the time the dowel pins 
are bent or tight, in which case two additional 


hours work will be necessary. -4 

Price ...$0.34 

Average hourly earnings ..085 


Lift Shaft removed from bearings. 

If bolt is tight in frame and bearing and 
frame stiffening piece has been worked so that 
it is necessary to get motor, drills and motor 
brace in order to drill bolt out—a condition 
which prevails about half the time—this will 


add 2y 2 hours work, making total of. 3 

Price .$0,058 

Average hourly earnings.019 


1 Top Rocker Bolt and Guide Yoke Knee re¬ 
moved. 

If this bolt is extra tight or if it must be 


drilled out this will require. 1 30 

Price .$0,047 

Average hourly earnings.031 


Rocker Box removed. 

About half of the time the rocker box has 
been worked on the frame so that the bolts 
are tight in the frame and loose in the rocker 
box. Under these conditions, two additional 


hours work will be necessary. 3 

Price ...$0.27 

Average hourly earnings.09 


Reverse Lever Mechanism removed. 

If lever sticks or it is necessary to hunt for 
a truck or time is spent waiting for the gang 
foreman . 2 


Price.See Reverse Valve Replaced 

Piston disconnected from cross-head. 

In case bushings in cross-head is loose or key 

is tight and it is necessary to heat. 1 30 

Price .$0,181 

Average hourly earnings.127 

Piston Rod removed from cylinder. 

Frequently a bad stud will increase the time 
or it will be necessary to wait for crane. 30 

Price .$0.17 

Average hourly earnings .34 

Piston Guides removed. 

If it is necessary to split two or three nuts 
on account of dowel pins being tight or the 
bolts loose, three hours additional work will 


be required . 6 

Price .$0,768 

Average hourly earnings.128 


216 





















































TABLE 40—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

3 Cylinder Frame Key Bolts removed. 30 

Price .$0,159 

Average hourly earnings.318 

i Cylinder Frame Keys removed. 1 

Price .$0,168 

Average hourly earnings.168 

21 Cylinder Bolts driven out. 4 

Price .$2,226 

Average hourly earnings .556 

Cylinder Bolt drilled, 4 in. 

Includes getting motor, drill motor brace and 

chuck air hose for oil. 1 30 

Price .$0,296 

Average hourly earnings.198 

34 Cylinder Saddle Bolts removed.20 

Price ..$6,696 

Average hourly earnings.334 

Cylinder wedged loose and lifted off. 4 

Price .$0,117 

Average hourly earnings.027 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min, 

3 Cylinder Frame Key Bolts removed. 

If bolts are tight and one or two bolts have 
to be drilled it includes the time necessary to 
get motor, motor brace, drill and clamp ready 3 


Price .$0,159 

Average hourly earnings.053 

4 Cylinder Frame Keys removed. 

If keys are extra tight and rusted. 4 

Price .$0,168 

Average hourly earnings.042 

21 Cylinder Bolts driven out. 

If bolts are extra tight (8 or 10 of these 

bolts are always tight). 8 

Price .$2,226 

Average hourly earnings.278 

Cylinder Bolt drilled, 4 in. 

Unfavorable conditions include difficulty in 

securing needed tools . 2 

Price .$0,296 

Average hourly earnings.148 


34 Cylinder Saddle Bolts removed. 

If cylinder saddle bolts and nuts are rusted 
and bolts are extra tight so that it is necessary 
to drill them, which is true in nine cases out 

of ten . 60 

Price .$6,696 

Average hourly earnings.Ill 

20 Cylinder wedged loose and lifted off. 

If it is rusted on and must be drilled and 

wedged off . 6 50 

Price ...$0,117 

Average hourly earnings.017 


STRIPPING LOCOMOTIVE—Continued. 

(d) Throttle Mechanism, Safety Valve, Injector, Steam Valves and Gauges Removed. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min, 


Removing Throttle Lever from throttle rod. 

This consists of removing dowel pin from 
end of throttle rod and joint from fulcrum 


arm and fulcrum support. 15 

Price .$0,117 

Average hourly earnings.468 

Throttle Lever removed and delivered to ma¬ 
chine shop for repair. 10 

Dome Casing removed from dome. 


This consists of removing one nut from dome 
stud and six screws from splice, the casting 
being then lifted to the floor with a crane.... 10 


Price .$0,106 

Average hourly earnings.636 


Dome Cap removed and placed on top of fire¬ 
box. 

This includes the removal of 16 % in. nuts.. 25 


Price .$0,233 

Average hourly earnings.560 


Removing Throttle Lever from throttle rod. 

About half the time the holes in the throttle 
lever are not the same size as the holes in the 
rod, thus causing the dowel pin to bend and 
wear in the rod and the dowel pin must be 


drilled out . 30 

Price .$0,117 

Average hourly earnings.234 

Throttle Lever removed and delivered to ma¬ 
chine shop for repair. 30 

Dome Casing removed from dome. 

On account of difficulty in removing nut 
and delay in securing crane. 20 

Price .$0,106 

Average hourly earnings. 318 


Dome Cap removed and placed on top of fire¬ 
box. 

Frequently the majority of the nuts must 


be split to remove them from studs. 30 

Price .$0,233 

Average hourly earnings.466 


217 























































TABLE 40—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Disconnecting Valve Rod and valve chamber. 

This consists of removing three split keys 
and three pins. It requires the use of a 
hammer with handle about four inches long. 

The chamber is then removed—the valve and 
chamber intact carried to the work bench with 


crane . 40 

Price .$0,392 

Average hourly earnings.588 

Safety Valve removed. 5 

Price .$0,105 

Average hourly earnings. 1.260 

Safety Valve Elbow removed. 10 

Price .$0,212 

Average hourly earnings . 1.272 

Injector removed—injector pipes having been 

disconnected . 10 

Price .$0,127 

Average hourly earnings.762 

All Steam Valves and Gauges removed from 

cab . 45 


Price .$0.57 

Average hourly earnings . .76 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min 

Disconnecting Valve Rod and valve chamber 

Unfavorable conditions include condition of 
split keys and necessity of waiting for crane. 1 


Price .$0,392 

Average hourly earnings.392 


Safety Valve removed. 

If valve is extra tight it is necessary to go 
to the tool room for large wrench and get crane 


to lift valve to floor. 30 

Price .$0,105 

Average hourly earnings.21 

Safety Valve Elbow removed. 

If nuts will not turn off and must be split.. 30 

Price .$0,212 

Average hourly earnings.424 

Injector removed—injector pipes having been 

disconnected . 30 

Price .$0,127 

Average hourly earnings.254 


All Steam Valves and Gauges removed from 
cab. 

If cab and foot boards have been removed a 
platform must be built up in order to work. 
This condition exists about one-fourth of the 


time . 1 

Price .$0.57 

Average hourly earnings.57 


STRIPPING LOCOMOTIVE—Continued. 

(e) Front End, Steam Pipe, Exhaust Box Removed and Boiler Lifted Off. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min 


Front end removed. 1 

Price .$0,233 

Average hourly earnings.233 

Steam pipe removed . 30 

Price .$0,636 

Average hourly earnings . 1.272 

Exhaust box removed . 25 

Price .$0,297 

Average hourly earnings.712 

Boiler lifted off and blocked. 

This includes procuring block. 2 

Price .$0.35 

Average hourly earnings... .175 


Front End removed. 

If nuts cannot be removed with wrench or 


are rusted and must be split or crane is busy 

so that it is necessary to wait. 2 

Price .$0,233 

Average hourly earnings.117 

Steam Pipe removed. 

If nuts do not turn off and must be split... 45 

Price .$0,636 

Average hourly earnings.848 


Exhaust Box removed. 

If exhaust box is extra tight or front end is 
full of cinders, which must be cleaned out, as 
exhaust box must be bumped loose carefully 

to prevent breaking . 1 

Price .$0,297 

Average hourly earnings.297 

f 

Boiler lifted off and blocked. 

Variation in time due to waiting for crane.. 3 

Price .$0.35 

Average hourly earnings.117 


218 




















































TABLE 40—CONTINUED. 


F. Miscellaneous Castings Removed. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min. 


Cab Saddles removed from boiler. 

Time and price given covers removal of one 
of the three sections, either a side section or 


the center section .. 15 

Price .$0,138 

Average hourly earnings.552 

Hip Casting removed. 

This is removed after the jacket has been 
removed . 15 

Price . $0.17 

Average hourly earnings. 68 

Angle Iron removed. 

In case the jacket has been removed. 15 

Price .$0,023 

Average hourly earnings.092 


Removing Broken Mud Ring Pad. 

This is on E2-B2c&BE7S locomotives. The 
mud ring pad sets between the mud ring of 
the fire box and the frame. It has in it 114 -in. 
studs which must be removed in removing the 

pad . 20 

Price . $0,138 

Average hourly earnings.414 

Boiler Pad Clamps removed. 

This requires the removal of three bolts to 

each pair of clamps. 30 

Price .$0.19 

Average hourly earnings.38 

Back Boiler Rest removed (per side) includes 
13 bolts . 4 

Price . $0,588 

Average hourly earnings.147 

Bottom Cab Bracket Wedged Off. 

Includes removal of 9 collar bolts and 2 
studs, including taking off the nuts. It must 


be lifted off with a crane. 1 

Price .$0,563 

Average hourly earnings.563 


Foot Plate Casting removed. 

Includes removal of 18 1%-in. collar bolts. 
These bolts are threaded on both ends with a 
collar in the middle and have to be drawn out 


by hand with a wrench. 9 

Price .$2,025 

Average hourly earnings.224 


Cab Saddles removed from boiler. 

If it is necessary to split the seven nuts be¬ 
cause they cannot be removed with a wrench. 25 


Price .$0,138 

Average hourly earnings.334 


Hip Casting removed. 

In case the jacket has not been removed 
and it is necessary to wedge between the 
jacket and the casting in order to pry off the 


studs and fasten the chain. 30 

Price .$0.17 

Average hourly earnings.34 


Angle Iron removed. 

In case jacket has not been removed, neces¬ 
sitating a delay while waiting until the jacket 
man removes the jacket or in case nuts must 


be split. 25 

Price ...$0,023 

Average hourly earnings.557 


Removing Broken Mud Ring Pad. 

If the studs have become rusted in the mud 
ring, which is the case two-thirds of the time, 
it will take two man-hours to get the mud 


ring pad off. 2 

Price .$0,138 

Average hourly earnings.069 

Boiler Pad Clamps removed. 

If the bolts are tight or rusted, or if the 

pad is rusted it must be wedged off. 2 

Price ..$0.19 

Average hourly earnings.095 


Back Boiler Rest removed (per side). 

In case bolts are rusted, reamed bolts may 
have to be drilled out. This will add 2 hours 6 


Price .$0,588 

Average hourly earnings.098 


Bottom Cab Bracket Wedged Off. 

If cab bracket is rusted and nuts come off 
hard, it is necessary to cut the rust with kero¬ 


sene and drive off with a wedge. 2 30 

Price .$0,563 

Average hourly earnings.225 


Foot Plate Casting removed. 

These bolts are about as difficult as any met 
with on the locomotive. In the position there 
is every opportunity for rusting, so as a mat¬ 
ter of fact the time required to remove the 
foot plate casting may be very much greater. 
An extra hour allowed for extra work is thor¬ 


oughly conservative . 10 

Price .$2,025 

Average hourly earnings.203 


219 
















































TABLE 40—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Draw Bar Pin Bushing removed. 2 

Price . $0.60 

Average hourly earnings.30 

Corner Bumper Casting removed. 

Includes the removal of 8 taper bolts and 
4 straight bolts . 2 

Price .$0.53 

Average hourly earnings.265 


UNFAVORABLE CONDITIONS. 


Operations. Hrs. Min, 

Draw Bar Pin Bushing removed. 

The majority of these bushings have to be 
heated, in which case the job will require.... 3 

Price .$0.60 

Average hourly earnings.20 

Corner Bumper Casting removed. 


In case of 9 out of 10 locomotives the 4 stay 
bolts are rusted and the nuts tight. When this 


is the case the job will require. 6 

Price .$0.53 

Average hourly earnings.088 


G. Miscellaneous Parts Removed. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Number Plate removed. 5 

Price .$0,064 

Average hourly earnings.768 

Running Boads removed. 

Work includes removal of three sections on 


one side, 2 men performing the work, which 
includes the removing of 35 bolts and 2 con¬ 
necting seams. 40 

Price .$0,954 

Average hourly earnings.. 1.43 

Running Board Bracket removed. 

Removal of three studs from barrel of the 

boiler . 15 

Price . $0,085 

Average hourly earnings.34 

Cab Ventilator Door disconnected. 10 

Price .$0,053 

Average hourly earnings.318 


Cab Ventilator Shaft and Bearing removed.. 3 

Pay included in the other price. 

Bridge Pipe removed . 40 


Price .$0,625 

Average hourly earnings.938 


UNFAVORABLE CONDITIONS. 


Operations. Hrs. 

Number Plate removed.. 

Price ..$0,064 

Average hourly earnings.128 

Running Boards removed. 


In case the bolts are rusted or bent and usual 
difficulties in removing such bolts are met with, 


this will require . 1 

Price .$0,954 

Average hourly earnings.954 

Running Board Bracket removed. 

If studs have corroded or are marred or 

twisted, it will require. 

Price .$0,085 

Average hourly earnings.17 

Cab Ventilator Door disconnected. 

In case the screw is broken, the job will re¬ 
quire twice as much work. 

Price . $0,053 

Average hourly earnings.159 


Cab Ventilator Shaft and Bearing removed. 

In case it is necessary to split the nuts or 

cut the bolts . 

Pay included in the other price. 

Bridge Pipe removed. 

If nuts are rusted or tight and must be split 


with chisel (6 nuts and 2 bolts). 1 

Price .$0,625 

Average hourly earnings..625 


TABLE 41. 

ASSEMBLING THE LOCOMOTIVE 
A. Preparations for Replacing Boiler. 


Min. 

30 


30 


20 


10 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Frame Stiffening Pieces Nos. 1, 2 , and 3 Made 
Solid. 

This includes disconnecting, reaming and 
bolting . 16 


Price .$3,132 

Average hourly earnings.196 


Pennsylvania Railroad—Altoona Erecting - Shop, 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Frame Stiffening Pieces Nos. 1, 2 , and 3 Made 
Solid. 

Nine times out of ten, bolts will be found 
to be tight in frame and loose in stiffening 
pieces. As a result the stiffening pieces will 
be working and have oblong holes worn in 
them. The holes will have to be reamed till 
they are solid. 18 bolts are involved in the 
job which will require from 16 to 20 man 


hours—two men working.20 

Price .$3,132 

Average hourly earnings. 157 


220 


















































TABLE 41—CONTINUED. 


FAVORABLE CONDITIONS. 
Operations. 


Hrs. Min. 


UNFAVORABLE CONDITIONS. 
Operations. 


Hrs. Min. 


Back Boiler Rest Replaced. 

After being repaired at blacksmith shop, job 
includes chipping, fitting and bolting by two 
men . 10 

Price .$1,214 

Average hourly earnings.121 

Back Boiler Rest Stiffening Pieces Framed, 
Reamed and Bolted. 

This, includes six bolts. The boiler must be 
jacked up, stiffening pieces lined and also 
reamed by hand. This will take two men five 
hours a piece . 10 

Price .$0,696 

Average hourly earnings.07 

Removing Old Cement from Old Cylinder Sad¬ 
dle . 1 

Price .$0.40 

Average hourly earnings.40 

New Cylinder Saddle Laid Off for Chipping... 2 


Price .$0,175 

Average hourly earnings.088 

Saddle Chipped and Fitted. 

Under favorable conditions there will be 
only about % in. to come off.20 

Price .$12,128 

Average hourly earnings.609 

Securing Motor, Reamers and Bolting Tem¬ 
plate for Cylinder Erecting Job. 


Securing 21 Cylinder Bolts and Nuts. 

Price .$0.05 

Average hourly earnings.10 

Cylinder Lifted On. 

This includes procuring a crane and hook¬ 
ing on the chains, also 8 temporary bolts—4 

men to do the job. 1 

Price . rf . ..$0,117 

Average hourly earnings.094 

21 Cylinder Bolt Holes Reamed. 

This covers extra reaming when bolting 
cylinder to slab frame and separate saddle. 
The price is allowed only on authority of the 

foreman . 5 

Price .$3,339 

Average hourly earnings.668 


40 


30 


15 


Back Boiler Rest Replaced. 

The time required on this job depends on 
the amount of chipping to be done. The holes 
may also be out of line and have to be reamed, 
altogether two hours additional work may be 

necessary . 12 

Price ..$1,214 

Average hourly earnings.103- 

Back Boiler Rest Stiffening Pieces Framed, 
Reamed and Bolted. 

About half the time, it is much more difficult 
to line up and ream the holes, the braces do 
not fit frame, depending a good deal upon the 
work of the blacksmith shop. In such cases 

it will take twice as long to do the job. 20 

Price .$0,696 

Average hourly earnings.035 

Removing Old Cement from Old Cylinder 
Saddle. 

The old cement is usually badly baked out, 
in which case additional work will be neces¬ 
sary . 1 

Price .$0.40 

Average hourly earnings.267 

New Cylinder Saddle Laid Off for Chipping. 

Variation in time will be based upon the 

amount of lining that is necessary. 3 

Price .$0,175 

Average hourly earnings.058 

Saddle Chipped and Fitted. 

About four times out of five it will be neces¬ 
sary to chip off from y 2 to % inch, in which 

case it will require twice as long. 40 

Price .$12,128 

Average hourly earnings. .309 

Securing Motor, Reamers and Bolting Tem¬ 
plate for Cylinder Erecting Job. 

Many times tools are not available and it is 
necessary to wait for the tools or to drop the 
job temporarily . 1 

Securing 21 Cylinder Bolts and Nuts. 

Frequently the length of bolts wanted are 
not in stock and it is necessary to take larger 

bolts and cut to fit. 5 

Price . $0.05 

Average hourly earnings.01 

Cylinder Lifted On. 

Variation in time due to difficulty in secur¬ 
ing crane, chain, material, etc. 2 

Price . $0,117 

Average hourly earnings.059 

21 Cylinder Bolt Holes Reamed. 

If the holes are out and the cylinder and 
Saddle are hard, a condition which prevails 
about one half of the time, it will require 
twice as long . 10 

Price .$3,339 

Average hourly earnings.334 


30 


221 


















































TABLE 41—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Cylinder Bolting. 

This includes driving in and tightening 21 


bolts . 4 

Price .$3,346 

Average hourly earnings.865 


Cylinder Bolting . 5 

Price .$3,346 

Average hourly earnings.692 


# Lining Cylinder and Frames. 

Preparatory to Square Main Frame and Pedestal Jaws. This operation takes two (2) men. 

First the mechanic goes to the storehouse for 4 line sticks, 2 for front of cylinders and 2 for back end of en¬ 
gine ; then he goes to tool room for 2 cylinder lines, one 2 ft. square and 1 straight edge. About two-thirds of the 
time he cannot get either the square or straight edge, and must hunt over three or four departments before he 
finds them. When found, the square and straight edge may be in use and it will be necessary to wait or make an¬ 
other trip for them. When the front line sticks are put on the front end of the cylinders, and the back line stick, 
two wood blocks, one for each side of the engine, must be found and fastened on. Now the mechanic is ready 
to run the line, one man at the cylinder with a pin stick, one man at the back end to change the position of the line. 
The line is set with the bore of the cylinder, then the distance between the frame is measured at each pedestal 
jaw, and at the rear end between the line and draft pin hole in the foot plate (or tail piece). The line must show 
the same distance to the frame at each pedestal jaw. 

If the line shows 20 inches at the front pedestal jaw, and 19 y 2 or 20 y 2 at the back pedestal jaw, it will be 
necessary to bore the cylinder so the line will show the Same the whole length of the frame. This applies to both 
sides of the engine. Now if the line shows 20 inches at first jaw, 19% inches at second jaw, 19% at third jaw, and 
20 inches at the fourth jaw, then before the mechanic can go ahead to square the main pedestal jaw, he must get 
the blacksmith to straighten the frame. Then the line must be run again. 

While this work is in process there are several other gangs working around the engine, crawling over and under 
the lines, dropping material down on them and breaking them. After the mechanic has gone through this, he is 
ready for the foreman or his assistant, mostly the assistant. He must stand guard over the lines until the supervisor 
is found. Sometimes it takes a couple of minutes, sometimes one hour. Then he examines the lines and it is pos¬ 
sible to start to square the main pedestal jaws. Blocking is fixed to hold the straight edge up to the lines, the straight 
edge to go clear across the frames from line to line, and must be up against the shoe face of both pedestal jaws. 
Then the mechanic puts the square against the edge of the straight edge the other side of the square along the line. 
If the square runs horizontal with the line, then it is O. K.; if not, it is necessary to change the datum marks on the, 
frame that is used to get the center of the pedestal jaw. These marks must be accurate; if they are not, then all this 
work is no good, and the wheels will not set straight with the frame and will result in the flanges cutting and the 
main rods and cross heads and pistons out of line. The other pedestal jaws are trammed from the main jaw, so if 
the main jaw is out, all of the other jaws would be out. Then there is a datum mark made on each frame the same 
distance from the main pedestal jaw center on each side of the engine. Then after the wheels are under the engine 
and the pedestal caps are up and bolted and the wedges tightened up, the wheel centers are framed. If they are 
out, the mechanic first trams the main wheel from the datum points. If it shows the same on both sides, the main 
wheel must not be changed, the alterations must be made on the other wheels. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min. 


2 

Price ..$0,382 

Average hourly earning... .191 


Putting Spreaders on Frames and Cylinders. 

This is in order to hold cylinder and frame 
straight and in position with boiler anchored 
after having lined . 1 

Wedging out front end frame and cleaning out 
rust and dirt from between frame and 
saddle . 2 

Getting Joint and White Lead to put between 
frame and saddle. 

This includes putting in joint. 33 

Drawing Frame to Cylinder Saddle. 

This includes 8 temporary bolts and getting 
the bolts. 45 


8 

Price .$0,382 

Average hourly earning.048 

Putting Spreaders on Frames and Cylinders. 

Increased time will be due to getting the 
spreaders . 1 30 


Wedging out front end frame and cleaning out 


rust and dirt from between frame and 
saddle .*. 2 30 

Getting Joint and White Lead to put between 

frame and saddle . 1 15 

Drawing Frame to Cylinder Saddle. 1 


900 




















TABLE 41—CONTINUED. 


Leveling Boiler and Lining It To The Frame. 

First the frame and cylinder are lined, then the boiler is set on and a line is thrown over it at the smoke box and 
one at the fire box with a nut tied to the end of the line in order to stretch it. The ends of these lines are allowed 
to hang below the frame at both sides and the distance from the line to the frame is measured. If the distance on 
both sides is the same, the boiler is O. K. If on one side the line is farther from the frame than on the other the 
boiler must be shifted until they measure the same. The height of the boiler from the frame is found by putting a 
center line running the whole length of the boiler and measured from the frame up to this center line. The distance 
is shown on the Blue Print of the Engine. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min. 


1 

Price .$0,562 

Average hourly earnings.562 


Mud Ring Corner Pad Laid Off and Fit. 

The bottom of the mud ring pad must be 
laid off and machined, then tried on. In most 
cases .the pad will be set before it can be laid 
off, which necessitates taking it to the black¬ 
smith and bringing it back, then the top side 
is laid off and it is slotted. Then it is laid 


off for drilling and set in place. 8 

Price .$1,176 

Average hourly earnings.147 


Frequently several attempts at replacing the 
boiler are necessary in order to get boiler 
leveled and lined correctly. This accounts for 
the additional time shown under unfavorable 


conditions . 3 

Price .$0,562 

Average hourly earnings.187 


Mud Ring Corner Pad Laid Off and Fit. 

The pad should fit neatly. In the event the 
mud ring is not straight, then the pad must 
be heated and set ... 10 


Price .$1,176 

Average hourly earnings.118 


ASSEMBLYING THE LOCOMOTIVE—(Continued) 
B. Cylinder Bored and Bushed and Piston Replaced. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Preparation for Boring one 26-in. Cylinder. 

Includes getting motor and boring bar for 
setting it to the cylinder, also taking down 


boring apparatus and returning it. 4 

Price .$1,367 

Average hourly earnings.342 

Boring One 26-in. Cylinder. 

In case it takes only three cuts to the 

cylinder ... 4 

Price .$1,749 

Average hourly earnings.437 


Cylinder Bushing Erected into Position and 
Pinned. 

This includes heating the cylinder for bush¬ 
ing—4 men to put the bushing in, oil and mark 
center line, clamping it so that it holds in po¬ 
sition . 4 30 

Price .-.....$0,795 

Average hourly earnings.177 

Piston replaced . 30 


Price ...$0.35 

Average hourly earnings.70 


Pennsylvania Railroad—Altoona Erecting Shop, 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min, 

Preparation for Boring one 26-in. Cylinder. 

In case it is necessary to wait for crane, etc. 5 


Price .$1,367 

Average hourly earnings.273 

Boring One 26-in. Cylinder. 

If the cylinder is hard and the tools chatter 

two additional cuts may be required. 6 

Price .$2,915 

Average hourly earnings.486 


Cylinder Bushing Erected into Position and 
Pinned. 

If bushing sticks, it will be necessary to cut 


it out and to repeat the operation. 10 

Price .$0,795 

Average hourly earnings.08 

Piston replaced. 

Additional time depending on amount of 

waiting for the crane . 40 

Price .$0.35 

Average hourly earnings.526 


223 




































TABLE 41—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Piston Guide Erected, Lined and Bolted. 4 


Price .$1,696 

Average hourly earnings.424 

Steam Chest Stud Procured and Screwed in.. 4 


Price .$0,034 

Average hourly earnings.51 

Piston Valve Rod Support to Guide Yoke. 

Fitted, chipped and squared . 2 


Price—Covered by prices of other jobs. 

Removing 2 Piston Valve Bushings. 

This represents the number of bushings in 
each cylinder. The time includes getting pull¬ 


ers and returning them to tool room. 20 

Price .$0.70 

Average hourly earnings.035 

Replacing Valve Bushing for Cylinder. 8 

Price .$0,932 

Average hourly earnings.117 


Drilling Valve Bushing for Pinning. 

This includes getting motor, hose, drill, mo¬ 
tor brace and also returning them to tool 

room which includes tapping. 1 

Price—Covered by prices of other jobs. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Piston Guide Erected, Lined and Bolted. 

Variation of time will depend upon amount 

of reaming necessary . 6 

Price . $1,696 

Average hourly earnings.286 

Steam Chest Stud Procured and Screwed in. 

Frequently the condition of the hole makes 
it necessary to use over-sized stud, in which 

case it will be necessary to re-tap the hole... 35 

Price .$0,034 

Average hourly earnings.058 

• 

Piston Valve Rod Support to Guide Yoke. 

In case additional chipping is required, or 

it is necessSary to wait for crane. 3 

Price—Covered by prices of other jobs. 

Removing 2 Piston Valve Bushings. 

Some bushings will not pull out with puller 
and must be chipped with sledge and bar, 


Length of time required will be.25 

Price .$0.70 

Average hourly earnings.028 

Replacing Valve Bushing for Cylinder. 

In case there is difficulty because of the 

tightness of the bushing . 10 

Price .$0,932 

Average hourly earnings.093 

Drilling Valve Bushing for Pinning. 

Additional time may be required to gather 
tools together .. 1 30 


Price—Covered, by prices of other jobs. 


Marking Valve Bushing . 5 

Price—Covered by prices of other jobs. 

Getting Oil and Oiling Valve Bushing. 15 

Price—Covered by prices of other jobs. 

Putting in Piston Valve and Piston. 20 

Price .$0,181 

Average hourly earnings.543 


Marking Valve Bushing. 

Additional time might be necessary on ac¬ 
count of stencils not being available in tool 

room . 10 

Price—Covered by prices of other jobs. 

Getting Oil and Oiling Valve Bushing. 

Additional time might be necessary getting 

order for oil, etc. 30 

Price—Covered by prices of other jobs. 

Putting in Piston Valve and Piston. 

In case it is necessary to wait for the crane 


or in case the piston fits hard. 50 

Price .$0,181 

Average hourly earnings.217 


ASSEMBLYING THE LOCOMOTIVE—(Continued) 


C. Facing, Bushing and 

FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Valve Facing Machine Gotten and Set Up. 

This requires two men. 2 

Price .$0,466 

Average hourly earnings...233 


Squaring Valves. 

Pennsylvania Railroad—Altoona Erecting Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Valve Facing Machine Gotten and Set Up. 

Variation of time depends upon the difficulty 
of gettin*g machine and necessity of waiting 


for the crane . 4 

Price .$0,466 

Average hourly earnings.117 


224 












































TABLE 41—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Facing Valve Seat. 

When two cuts only are necessary. l 

1>ri< ? e .$0,403 

Average hourly earnings.403 

Valve Seat and Valve Faced and Bedded. 

By heckled is meant fitted. 1 30 

Pri ce .$0.35 

Average hourly earnings.237 


Squaring Valves. 

To take steam cut off point for valve setting. 
This means adjusting so that travel will be ac¬ 


curate for the purpose. 

Price .$0,159 

Average hourly earnings..318 


^ UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min, 

Facing Valve Seat. 

When valve seat is badly worn and hard, 
which occurs about half the time, from three 
to five cuts are necessary, assuming four cuts 2 


Price .$0,743 

Average hourly earnings. ,372 


Valve Seat and Valve Faced and Bedded. 

The amount of variation of time depends on 
the amount of filing and scraping necessary 


and the quality of the iron. 2 30 

Price .$0.35 

Average hourly earnings.14 


Squaring Valves. 

About half the time the amount of alteration 
that is necessary is considerably increased... 2 


30 

Price .$0,159 

Average hourly earnings.079 


ASSEMBL1ING THE LOCOMOTIVE—(Continued) 

I). Certain Jobs Connected With Wheeling a Locomotive, Lining It Up and Valve Setting. 

Pennsylvania Railroad—Altoona Erecting Shop. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. Operations. Hrs. Min. 


Pedestal Cap Bolt Renewed. 10 


Price—Covered by prices of other jobs. 

Pedestal Cap Refitted and Erected Temporary. 

After being closed by the blacksmith, the 
blacksmith having been given a drawing of the 
cap showing where the repairs are to be made 1 


Price .$0,551 

Average hourly earnings.551 

Chipping One Pedestal Jaw . 30 

Price .$0,233 

Average hourly earnings.400 

Filing Pedestal Jaw. 30 


Price ..$0,187 

Average hourly earnings.374 

Eight Old Driving Box Wedges Filed and 

Fitted Up . 30 

Price included with other items. 

One New r Driving Box Wedge Procured, Filed, 

Tipped and Fit . 20 

Price .$0,138 

Average hourly earnings.414 


Pedestal Cap Bolt Renewed. 

About two-thirds of the time bolt is tight, 
requiring about thirty additional minutes.... 40 . 

Price—Covered by prices of other jobs. 

Pedestal Cap Refitted and Erected Temporary. 

If the blacksmith closes the slot too much, 
the machinist must chip and file it to fit the 
pedestal in which case the time required will 

be at least. 2 30 

Price .$0,551 

Average hourly earnings.220 

Chipping One Pedestal Jaw. 

In case the jaw must be chipped on both 

ends . 1 30 

Price .$0,233 

Average hourly earnings.155 

Filing Pedestal Jaw. 

About half the time the jaw is hollow in 
the middle but not bad enough to be chipped. 

In this case, filing will require twice as much 


time. 1 

Price . $0,187 

Average hourly earnings.187 

Eight Old Driving Box Wedges Filed and 

Fitted Up . 40 

Price included with other items. 

One New Driving Box Wedge Procured, Filed, 

Tipped and Fit. 40 

Price .$0,138 

Average hourly earnings.207 


Piece Work 8 


225 










































TABLE 41— CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

16 Old Driving Box Shoes and Wedges Ex¬ 
amined, Liners Cut Off and the Shoes and 

Wedges Filed . 1 30 

Price covered in other jobs. 

•16 Driving Box Shoes and Wedges relined. 

This includes getting out the liners, laying 

them off and fitting them . 4 

Price .$0,464 

Average hourly earnings.116 

16 Driving Box Shoes and Wedges placed on 
Pedestal Jaws. 

This involves the securing of spreaders 
from the tool room to be used to hold the shoes. 

and wedges in place while being laid off. 2 

Price—Paid in connection with other work. 

8 Tram Sticks and Center Procured for laying 


off of Driving Box Shoes. 1 

Price—Job paid in connection with other 
work. 

Jaw Centers Trammed Up. 20 


Price—Paid in connection with other work. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

16 Old Driving Box Shoes and Wedges Ex¬ 
amined, Liners Cut Off and the Shoes and 

Wedges Filed . 2 30 

Price covered in other jobs. 

16 Driving Box Shoes and Wedges relined.... 4 


Price .$0,464 

Average hourly earnings.116 

16 Driving Box Shoes and Wedges placed on 

Pedestal Jaws . 2 30 


Price—Paid in connection with other work. 

8 Tram Sticks and Center Procured for laying 


off of Driving Box Shoes. 1 30 

Price—Job paid in connection with other 
work. 

Jaw Centers Trammed Up. 40 


Price—Paid in connection with other work. 


8 Driving Box Shoes and 8 Wedges Laid Off and Stenciled. 


To perform this job it is necessary to find the lengthwise center of the cylinder from which point when properly 
located, the center for the main pedestal jaw is found as follows; Add one-half of the piston head, all that part of 
the piston rod between the piston head and crosshead, the distance of the crosshead from its face to the center of 
the pin, and all of the main rod from center to center of brasses, together. Then from lengthwise center of the 
cylinder measure off the total distance so found to a point on the frame above the main jaw, thus locating that cen¬ 
ter. In the event that it is found, upon squaring the pedestal jaws, that they are out of square, then these center 
marks will have to be shifted to square up the wheels with the frame, putting proof marks on the frame from which 
to tram wheel center after they are put to place, carry that point down to the temporary tram and center stick 
placed between the shoes and wedge, and. with a pair of* dividers set to one-half of the width of the box, scribe the 
shoe and wedge. Then with the trams, set to the length of the side rods from center to center of brasses, find the 
centers of the other jaws, and lay out the shoes and wedges for each jaw in the manner as described above. Then 
before removing the shoes and wedges from the jaws it is necessary to put center punch proof mark one inch back of 
marks to which they are to be planed. 

3 5 


Price .$0,928 

Average hourly earnings.309 


Price .$0,928 

Average hourly earnings.186 


Tram Proof Marks placed on Frame. 

Price—Paid in connection with other work. 


3 Tram Proof Marks placed on Frame. 10 

Price—Paid in connection with other work. 


Locomotive Trammed. 

This is done after pedestal caps, shoes and 


wedges are in place. 30 

Price .$0,117 

Average hourly earnings.234 


Locomotive Trammed . 40 

Price .$0,117 

Average hourly earnings.176 


Pedestal Cap Shoes and Wedges taken down to 
change position of wheel centers. 


Price .$0,466 

Average hourly earnings.233 * 


Pedestal Cap Shoes and Wedges taken down to 


change position of wheel centers . 4 

Price .$0,466 

Average hourly earnings.116 


Locomotive Valve Set. 

For detailed description of the amount of 
work involved as well as type of locomotive to 
which each type of valve gear applies (see ap¬ 


pendix* ) . 17 

Price—Stephenson Valve.$4,431 

Walschaert Valve .2.92 


Locomotive Valve Set. 

Due to the complication of parts, etc., with 
various changes and alterations which are 
sometimes necessary, it will take four men and 


an apprentice . 50 

Price—Stephenson Valve.$4,431 

Walschaert Valve .2.92 


♦See Appendix VI. This will show impossibility of setting price for this work. 


226 








































TABLE 41—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Reverse Lever replaced. 

This includes brackets, fulcrum, reach rocl 

and guards . 2 

Price (This covers removing).$2.28 

Average hourly earnings.793 


Driving Box replaced. 

This includes examining, removing and filing 
to fit the journal, having liner applied or re¬ 
moved according to lateral motion, filling oil¬ 
way with hard grease and placing box on jour¬ 
nal. It also includes applying driving box 


cellar and inserting pins. 1 

Price ..$0,869 

Average hourly earnings.869 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Reverse Lever replaced. 

If it is necessary to go to the bolt shop for 
bolts, to take a twist out of the reach rod, etc. 3 


Price (This covers removing).$2.28 

Average hourly earnings.456 


Driving Box replaced. 

About one-third of the time the driving box 
must be returned to the machine shop for hub 
liners including waiting on the crane and 
getting a truck. This will add about one 


hour’s work ... 2 

Price .$0,869 

Average hourly earnings.435 


ASSEMBLYING THE LOCOMOTIVE—(Continued) 

E. Trailer Rigging and Miscellaneous Castings Replaced. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Building Engine Trailer Rigging. 

This includes getting blocks, building up 
trailer box, trailer frame and radial plates. 

It is done on the main track and then the en¬ 
gine is lifted and laid down on the work. 1 

Price .$1,168 

Average hourly earnings. 1.168 

Hip Casting Procured. 

The hip casting is procured from a yard 
which is about 600 yards distance from the 

job. It requires two men. 15 

Price .$0,117 

Average hourly earnings.468 

Hip Casting Laid Off, Chipped and Fitted .... 1 30 

Price .$1,484 

Average hourly earnings.99 

Boiler Laid Off for Hip Casting Studs. 20 


Paid in connection with other work. 

Drilling Stud Holes in Boiler for Hip Casting 25 


Price .$0,148 

Average hourly earnings.357 

Applying Hip Casting Studs . 15 

Price .$0,023 

Average hourly earnings.092 

22 ' 


Pennsylvania Railroad—Altoona Erecting Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Building Engine Trailer Rigging. 

About half the time a pool of four men who 
do the work will be held up for an hour or 
more due to difficulty in entering radial plates 4 


Price .$1,168 

Average hourly earnings.292 


Hip Casting Procured. 

When the engine crew is shifting cars, block¬ 
ing the way, it may require additional time... 1 


Price .$0,117 

Average hourly earnings.117 

Hip Casting Laid Off, Chipped and Fitted- 2 

Price .$1,484 

Average hourly earnings.742 


Boiler Laid Off for Hip Casting Studs. 

About one-quarter of the time there are no 
foot boards or brackets on the boiler, in which 
case a platform must be built to hold the cast¬ 
ing in place. Blocks must be the proper thick¬ 
ness to hold the casting and the proper height 
from the boiler. 1 

Paid in connection with other work. 

Drilling Stud Holes in Boiler for Hip Casting. 

In case it is necessary to procure ladder or 
platform to stand on while drilling—in case 
there is difficulty in securing motor, hose, drills 


and other tools . 1 

Price .$0,148 

Average hourly earnings.148 


Applying Hip Casting Studs. 

If the proper length and diameter of studs 
cannot be obtained in bolt room, studs must 
be made in bolt shop, or larger studs must be 


cut off and rethreaded. 1 

Price .$0,023 

Average hourly earnings.023 






































TABLE 41—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Cab Saddle Patch Laid Off. 

Price and time are given per hole.. 10 


UNFAVORABLE CONDITIONS. 


Operations. Hrs. Min, 

Cab Saddle Patch Laid Off . 30 


Price .$0,108 

Average hourly earnings...648 

Cab Saddle Procured from Metal Yard. 

It must be brought about 600 yards with a 

truck .. 20 

Price .$0,117 

Average hourly earnings.351 

Cab Saddle Laid Out for Chipping, Planing, 

and for Holes for Pipe and Connections.. 45 


Price .$0,265 

Average hourly earnings.354 

Cab Saddle Chipped to Fit Boiler. 1 

Price .$1,272 

Average hourly earnings. 1.272 

Cab Saddle Replaced on Boiler. 

This includes seven nuts. 15 

Price ..$0,318 

Average hourly earnings. 1.272 


Price .$0,108 

Average hourly earnings.216 

Cab Saddle Procured from Metal Yard. 1 

Due to delays in securing truck and saddle. 

Price .$0,117 

Average hourly earnings.117 

Cab Saddle Laid Out for Chipping, Planing, 
and for Holes for Pipe and Connections. 

In case it is necessary to wait for the crane. 1 30 

Price .:.$0,265 

Average hourly earnings.177 

Cab Saddle Chipped to Fit Boiler. 

In case the saddle is hard due to chilled iron, 
very careful chipping is necessary to prevent 


breaking lugs .. 2 30 

Price .$1,272 

Average hourly earnings.424 

Cab Saddle Replaced on Boiler. 

Extra time may be consumed in straighten¬ 
ing studs or in getting on nuts. 30 

Price .$0,318 

Average hourly earings.636 


ASSEMBLYING THE LOCOMOTIVE—(Continued) 


F. Brake Rigging Replaced. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Pennsylvania Railroad—Altoona Erecting Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Rigging Examined and Checked for Repairs. 

This involves gathering all parts of rigging, 
inspecting them, running the adjusting rod 
screw over its full travel into the jaw, pulling 
nut over entire length of screw, so that it can 
be adjusted properly after erecting rigging on 
the locomotive and examining all pins to see 
whether they are O. K. 1 

Price—Paid for in connection with other 
jobs. 

Cleaning Brake Rigging. 

This involves removing all dirt, grease or 


other matter . 30 

Price .$0,583 

Average hourly earnings... 1.166 


16 Brake Rod Safety Hangers replaced. 

This includes tightening them into place... 1 


Price .$0.56 

Average hourly earnings.56 


Rigging Examined and Checked for Repairs. 

If the brake rigging is rusted or the nuts 
and screws jammed, it will be necessary to file 
these clear. This rigging is so placed that it is 
subject to burns, that coal is continually 
dropping on it and that it receives practically 
all the. dropping from the ash pan. Altogether, 
the job is likely to take from an hour and 
thirty minutes to over two hours. 1 30 

Price—Paid for in connection with other 
jobs. 

Cleaning Brake Rigging. 

If it is necessary to get oil in order to soak 

parts, 10 minutes will be added. 40 

Price .$0,583 

Average hourly earnings.875 

16 Brake Rod Safety Hangers replaced. ' 

In case of trouble with the nuts where nuts 
have been lost or new nuts are over or under 
size. 40 minutes must be added. l 40 


Price .$0.56 

Average hourly earnings.336 










































TABLE 41—CONTINUED. 


\ 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Complete Brake Rigging Erected. 

This includes removing the rigging from the 
place where it has been stored during other 
repairs to the locomotive. 3 30 


Price .$1,272 

Average hourly earnings.364 


Driver Brake Fulcrum Shaft and Lever re¬ 
placed. 

This includes procuring blocks for cleaning 
pit to make room for the man to work, also 
replace brake and fulcrum bolts . 1 


Price .$1,486 

Average hourly earnings. 991 

Pump Bracket replaced. 

Price .$0,721 

Average hourly earnings. 1.442 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Complete Brake Rigging erected. 

Numerous difficulties may be encountered. 

It may be found that oversized pins have been 
placed in the rigging, rods may be misbored, 
leaving small holes, cotter pin holes may have 
been drilled too close to sides, prongs on brake 
rods might have become bent, heavy material 
might have accidentally dropped 011 screws and 
nuts after repairs, making it necessary for the 
mechanic to stop and file. After the entire 
rigging has been erected, it may be found that 
it is too tight, in which case the rods must be 
lengthened. Even after the engine goes to the 
engine house it may be found that rigging 
sticks, in which case a member of the gang 
must go to the engine house and go over the 


entire rigging again . 7 

Price .$1,272 

Average hourly earnings.182 


Driver Brake Fulcrum Shaft and Lever re¬ 
placed. 

About half the time it is necessary to take 
bolts received at the bolt shop to machine shop 
30 No. 1 to have them cut off and turned down 

to fit the thickness of the casting and the 
diameter of the hole. The condition of the 
reamers will also have an effect upon the time 
required to ream the holes; also additional 
time may be necessary in getting the tools.... 3 30 

Price . $1,486 

Average hourly earnings . .424 

30 Pump Bracket replaced. 

When studs are bent it will require 20 min¬ 
utes mores work . 50 

Price . $0,721 

Average hourly earnings .865 


ASSEMBLYING THE LOCOMOTIVE—(Continued) 


G. Steam Pipes and 

FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Steam Pipe Joint ground. 20 

Price .$0,339 

Average hourly earnings . 1.017 

Tee Head Joint ground. 30 

Price .$0,233 

Average hourly earnings .466 

Clyinder Joint ground . 20 

Price .$0,159 

Average hourly earnings .477 


Exhaust Box Replaced. 

Pennsylvania Railroad—Altoona Erecting Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Steam Pipe Joint ground. 

If joint is dirty or develops sand holes. 40 

Price . $0,339 

Average hourly earnings . .508 

Tee Head Joint ground. 

Flue men may be in front end cutting flues 

or joint may have been misused. 2 

Price .$0,233 

Average hourly earnings .117 

Cylinder Joint ground. 

Joint may have flat spot or develop a sand 

hole . 40 

Price . 

Average hourly earnings 


' \ 


229 


$0,159 

.238 




































TABLE 41—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

2 Ball Joints between clyinder and steam pipe 

ground four sides . 1 20 

Price .$0,594 

Average hourly earnings.446 

Blocks for Exhaust and steam pipe openings in 

cylinder squared . 10 


Steam Pipe replaced . 45 


Price .$0,509 

Average hourly earnings.679 

Exhaust Box replaced . 25 


Price .$0,244 

Average hourly earnings.586 

Exhaust Nozzle replaced. 

Exhaust nozzle must be examined, cleaned 
and replaced to the box. 15 

Price .$0,106 

Average hourly earnings.424 

Securing and Hanging front end. 

It will be necessary for two men to secure 
front end from yard. This includes hunting 
for a truck and waiting for the crane. 1 45 


Price .$0,753 

Average hourly earnings.432 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min, 

2 Ball Joints between cylinder and steam pipe 
ground four sides. 

Joints may be too light when steam pipe is 
replaced, in which case a new joint must be 


secured . 1 50 

Price . x .$0,594 

Average hourly earnings.324 


Blocks for Exhaust and Steam Pipe Openings 
in cylinder squared. 

If necessary to have blocks made in cab and 
pilot shop Some time will be spent waiting for 


saw to cut blocks. 20 

Steam Pipe replaced. 

If joints are too light and new joints must 

be secured or crane is engaged. 1 

Price .$0,509 

Average hourly earnings.509 


Exhaust Box replaced. 

If the key way in exhaust box studs is not 
long enough to admit the split key the key 


must be cut to fit the slot. 45 

Price .$0,244 

Average hourly earnings ...325 


Exhaust Nozzle replaced. 

If the openings in the nozzle are filled with 
cinders or if the netting man is putting netting 
in and is working around the exhaust box... 1 


Price .$0,106 

Average hourly earnings.106 


Securing and hanging front end. 

If necessary to wait for crane or for assist¬ 
ance or if bolts secured are rough or too large 
for the holes in the smoke box ring or if holes 
are full of dirt it may be necessary to ream 
55 holes to fit bolts. In bolting up the front 
ring and front door may not meet perfectly 
and it may be necessary to use drift pin. Bolts 
may also be too long so that it is necessary 
to cut them off. In all the job may require... 5 


Price .$0,753 

Average hourly earnings.151 


ASSEMBLYING THE LOCOMOTIVE—(Continued) 

H. Time Required for Certain Work on Superheater Parts. 


. FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Superheater Damper Shaft and cylinder 
bracket fitted up, including layout. 

This includes getting motor drills and braces 


and laying off of the smoke box. 3 

Price .$0.23 

Average hourly earnings.077 

Putting on damper cylinder. 

Includes getting bolt, bolting onto bracket 

and tightening bolt.:. 20 

Price .$0,205 

Average hourly earnings.615 


Pennsylvania Railroad, Ft. Wayne Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Superheater Damper Shaft and cylinder 
bracket fitted up, including layout. 

Delay in securing tools may add another 


hour . 4 

Price .$0.23 

Average hourly earnings.058 

Putting on damper cylinder. 30 


Price . 

Average hourly earnings 


230 


$0,205 

.41 












































TABLE 41—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Fitting Inside Brackets. 

Includes laying off and drilling one and a 
quarter inch hole and four 11-16 inch holes 


in smoke box . 2 

Price .$0,273 

Average hourly earnings. 137 


Fitting together after all other work is done. 

Includes damper weights and levers connect¬ 
ing link, drilling shaft and lever for dowel pin 2 


Removing and installing superheater units on 
II-9 locomotives—includes: 

(a) Building a scaffold for removing super¬ 
heater units—30 minutes. 


(b) 72 1-inch nuts removed from 36 bolts, 
bolts renewed and 36 units removed—9 
hours and 30 minutes. 


(c) Erecting scaffold or platform for installing 
superheater unit—30 minutes. 

(d) Installing and bolting into place 36 super¬ 
heater units—11 hours and 30 minutes... 22 


Price .$15.48 

Average hourly earnings.704 


UNFAVORABLE CONDITIONS. 

operations. Hrs. Min. 

Fitting inside brackets. 

Inability to secure tools, the breaking of 
drills, etc., may double the time required.... 4 


Price .$0,273 

Average hourly earnings .068 


Fitting together after all other work is done. 

There are certain natural mechanical 
troubles which may arise in any assembling 
shop. If these occur an additional hour will 
be necessary . ' . 3 

Removing and installing superheater units on 
H-9 locomotives includes: 

(a) In the majority of cases, it is necessary 
to hunt around for material with which 
to build the platform, increasing the time 
from 30 minutes to 1 hour. 

(b) In most cases the flues in which the super¬ 
heater units are have become filled with 
cinders. These must be removed. The 
bands around the unit pipes are tight or 
wedged into the flues, making it necessary 
to split the nut—19 hours. 

(c) It is necessary to hunt for material—1 
hour. 

(d) In case units are too large for flues, so 
that they must be filed or ground to fit 
and in case extra time is necessary for 
securing of bolts and nuts or in waiting 


for crane—21 hours .42 

Price .$15.48 

Average hourly earnings.369 


ASSEMBLYING THE LOCOMOTIVE—(Continued) 
I. Throttle Valve Mechanism Replaced. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Throttle Valve ground to seat in chamber. 

This consists of placing oil and emery on the 
face of the valve and turning one back and 
forth on the other until the joints on the 
chamber and the valve fit each other perfectly. 
The bottom face of the valve chamber is then 
ground in, which consists of turning a brass 
joint round and round after having applied 
emery in oil until both joint and seat of the 


chamber are perfectly seated. 3 

Price .$1,378 

Average hourly earnings.463 


Joint on Lift-Pipe ground. 

The same joint used in grinding valve cham¬ 
ber is taken to engine and used on the reverse 


side to grind this joint. 40 

Price .$0,477 

Average hourly earnings .715 


Pennsylvania Railroad—Altoona Erecting Shop. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Throttle Valve ground to seat in chamber. 

If seat is badly worn more grinding is neces¬ 
sary . 3 30 


Price .$1,378 

Average hourly earnings.397 

Joint on Lift-Pipe ground. 

In cases where on account of wear more 
grinding is necessary . 50 

Price .$0,477 

Average hourly earnings.580 


231 

























TABLE 41—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Valve and Chamber replaced on fire-box. 

They are carried from the bench with a 
crane and placed on the fire-box, from which 

the men lift them into the dome. 5 

Paid in connection with other work. 

Valve Chamber and joint replaced in dome and 
connected. 

This includes 1 placing it on the lift pipe and 
connecting it with three key joints and three 

split keys . 30 

Price .$0,314 

Average hourly earnings ...'..628 

Valve placed in chamber and connected. 

This refers to connection to chamber and 

throttle rod with two key joints. 20 

Price .$0,080 

Average hourly earnings.267 

Dome Cap applied. 

This includes procuring dome joint, rethread¬ 
ing 16 %-inch studs in dome, replacing dome 
cap on dome and tightening the nuts. 1 

Price . $0,307 

Average hourly earnings.307 

Throttle Lever applied. 

This includes obtaining lever from machine 
shop and applying to throttle rod and fulcrum 
casting dowel pin hole in throttle rod, which is 
reamed out to suit dowel pin. A bolt is in¬ 
serted in the fulcrum casting and the throttle 
rod examined for a proper opening to admit 

steam into cylinder . 30 

Price .$0,127 

Average hourly earnings.254 


15 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Valve and chamber replaced on fire-box. 

In case it is necessary to wait for the crane 


Paid in connection with other work. 

V alve Chamber and joint replaced in dome and 
connected. 

Key joints and split keys seldom fit the open¬ 
ings in the keys, in which case joints must be 

filed off and split keys cut off. 1 

Price .$0,314 

Average hourly earnings.314 

Valve Placed in chamber and connected. 

In case keys slip and have to be fished up 

Price .$0,089 

Average hourly earnings.178 


30 


Dome Cap applied. 

It may be necessary to run die over studs 
and otherwise to make good damage done in 
removing cap when it was necessary to split 

nuts . 1 

Price .$0,307 

Average hourly earnings.212 

Throttle Lever applied. 

If throttle valve does not have sufficient 
opening or throttle will not close, the fulcrum 
arm must be removed and altered. 


Price .$0,127 

Average hourly earnings.169 


30 


45 


FAVORABLE CONDITIONS. 
Operations. 

Safety Valve Joint on dome ground. 


Price .$0,572 

Average hourly earnings .2.288 


ASSEMBLYING THE LOCOMOTIVE—(Continued) 

J. Safety Valve and Injector Replaced. 

Pennsylvania Railroad—Altoona Erecting Shop. 
UNFAVORABLE CONDITIONS. 

Hrs. Min. Operations. Hrs. Min. 

15 Safety Valve Joint on dome ground. 

If the joint has been leaking and the face 
of the dome has been calked to stop the leak, 
damage done by calking might add four to five 
hours to time required. Under these condi¬ 
tions the time will be, conservatively. I 25 

Price .$0,572 

Average hourly earnings.404 


Elbow on dome replaced 


10 


Price .$0,509 

Average hourly earnings . 3.054 

Injector replaced . 

Price .$0,106 

Average hourly earnings .636 

Injector Pipe replaced. 

Time and price are given per pipe. 

Price .$0,064 

Average hourly earnings.384 


10 


10 


Elbow on dome replaced. 

If holes on elbow are too small or stud holes 
not tapped straight, holes in the elbow must 

be chipped out . 

Price .$0,509 

Average hourly earnings . 2.036 

Injector replaced . 

Price .$0,106 

Average hourly earnings .318 


Injector Pipe replaced 


15 


20 


30 


Price .$0,064 

Average hourly earnings.128 


232 


















































TABLE 41—CONTINUED. 


ASSEMBLYING THE LOCOMOTIVE—(Continued) 

K. Time Required for Work Connected With Electric Headlight Generator. 


FAVORABLE CONDITIONS. 
Operations. 

Generator removed from smoke box. 


Hrs. 


Generator procured from storehouse 


Generator Plate procured from store house... 


Generator plate laid out to cut out for rivets 
on boiler. 

Time for having it cut out is also included. 

Boiler laid out to drill for generator plate.... 

6 Holes for % in. studs drilled in smoke box. 

Motor, liose, drill and motor brace must be 
secured. Two of the holes are drilled through 
smoke box ring, which is about 2 y 2 in. thick.. 1 

Smoke Box drilled for hand rail columns. 

This is to hold the box rail for wiring of 
the generator . 1 

6 Holes drilled in smoke box. 

These holes are for the x / 2 in. studs to clamp 
steam pipe to the generator. It includes tap¬ 
ping holes and applying Studs. 


I Hole drilled in cylinder. 

This is for studs to clamp exhaust pipe, 
includes tapping and applying studs. 


It 


1 Hole drilled in steam dome for % in. pipe 
nipple. 

Time includes tapping hole. 


Drilling three holes in cab sheet for switch 
box and operating rod. 


Necessary parts obtained from stock. 

This includes operating rod generator, steam 
valve, hand rail and studs. 


Generator connected to plate and applied to 
smoke box .'. 


Min. 

15 


Total time. 

Total price . 

Average hourly earnings 


15 


15 


10 

10 


45 


15 


30 


45 


20 


30 


6 10 
$3,100 
.503 


40 

40 

30 

30 

20 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Generator removed from smoke box. 

If pipes arte not disconnected and bolts 
turned in the plate the pipe must be discon¬ 
nected and bolts cut off. This condition is 
found one-half of the time... 

Generator procured from storehouse. 

If the gangway is obstructed by engine crew 
shifting cars, which condition is true about 
one-fourth of the time... 

Generator Plate procured from storehouse. 

If there is no plate in stock it is necessary 
to make sketch, giving dimensions of plate and 
have the plate made in boiler shop. 1 

Generator plate laid out to cut out for rivets 
on boiler. 

Time for having it cut out is also included. 

Boiler laid out to drill for generator plate.... 

6 Holes for % in. studs drilled in smoke box. 

In case there is delay in securing tools or 
difficulty with drills . 2 


Smoke Box drilled for hand rail columns.... 2 


6 Holes drilled in smoke box. 

Many times in the course of the operation 
taps are broken and must be removed. The 
job involves a difficult piece of tapping. There 
may also be some delay in procuring tools.... 1 

1 Hole drilled in cylinder. 

The difficulties are similar to those shown 
under the preceding operation. 

1 Hole drilled in steam dome for % in. pipe 
nipple. 

Many times grinding and refitting will be 
necessary before mechanic can proceed to tap 
the hole . 1 

Drilling three holes in cab sheet for switch 
box and operating rod. 

Delay securing tools. 1 

Necessary parts obtained from stock. 

If material is not in stock the parts must 
be ordered, requiring additional time to as¬ 
semble .. 

Generator connected to plate and applied to 
smoke box. 

About one-third of the time it will be neces¬ 
sary to wait for the crane. 


20 


30 


40 


Total time . 

Total price . 

Average hourly earnings 


12 


10 

$3,100 

.255 


233 


























TAULE 41—CONTINUED. 


ASSEMBLYING THE LOCOMOTIVE—(Continued) 

L. Miscellaneous Parts Replaced. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Number plate replaced . 15 

Price .$0,064 

Average hourly earnings.256 

Headlight Bracket replaced . 20 


Price .$0.08 

Average hourly earnings.24 

Hand Rail on front door replaced. 

This includes replacing the hand rail 
columns . 30 


Price .$0,318 

Average hourly earnings.636 

Running Board new section laid off. 

The time including waiting for crane to lift 

running board to be drilled will require. 45 

Price .$0.70 

Average hourly earnings.933 

Running Board Bracket replaced. 20 

Price .$0,175 

Average hourly earnings.525 

Running Board Bracket Stud applied. 15 


Price .$0,148 

Average hourly earnings.593 

« 

Running Board replaced .. 1 30 


Price .$1,086 

Average hourly earnings.725 


Operations. Hrs. Min. 

Number Plate replaced. 

In case holes in the front door are not per¬ 
fect, holes must be cut out to admit studs on 


number plate . 1 

Price .$0,064 

Average hourly earnings.064 


Headlight Bracket replaced. 

In case headlight bracket is broken and there 
is none in stock it will be necessary to take 
the bracket from some engine in the yard. This 


situation prevails about half the time. 1 20 

Price .$0.08 

Average hourly earnings.06 


Hand Rail on front door replaced. 

About four-fifths of the time hand rail must 
be made to suit the location of the columns. 
This requires ordering it at the pipe shop, and 
after it is made lay it off for pin holes, take 
it to the drill press to have holes drilled and 
then returning it to the shop and applying it. 
About half the time hand rail columns are not 
in stock. The mechanic must go to the scrap 
pile to find columns, have these columns 
straightened at the smith shop and then drilled 
for Studs, have holes reamed for bow rail and 


have the columns tapped for studs. 4 

Price .$0,318 

Average hourly earnings .08 

Running Board new section laid off. 

The time including waiting for crane to lift 

running board to be drilled may require. 1 30 

Price ... ..$0.70 

Average hourly earnings.466 

Running Board Bracket replaced. 

In case studs are mashed on or twisted.... 1 

Price .$0,175 

Average hourly earnings.175 


Running Board Bracket Stud applied. 

If stud is broken off or will not turn out 
it will be necessary to obtain motor and hose 
to drill stud out. If in the barrel of the boiler, 
this is a double sheet and requires extra 


time . 1 

Price .$0,148 

Average hourly earnings.148 


Running Board replaced. 

If boards are bent or twisted or if new 
holes must be laid off and drilled or if holes 
must be drifted with drift pin to insert bolts 
or if new connecting seams must be laid off 


and drilled . 2 

Price .$1,086 

Average hourly earnings.543 


234 










































FAVORABLE CONDITIONS. 
Operations. 

Cab Ventilator replaced. 

This includes obtaining door, shaft, bear¬ 
ing connecting link, counter balance weight 
and set screw from storehouse, 2 bolts and 4 
nuts from bolt room for placing ventilators 


in position . 1 

Price .$0,191 

Average hourly earnings.191 

Bridge Pipe Valve repaired. 15 


Bridge Pipe replaced . 50 

Price .$0,509 

Average hourly earnings.611 


ANALYSIS OF JOBS IN MACHINE SHOP, COLUMBUS, O. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Cab Ventilator replaced. 

In case parts needed are not in stock me¬ 
chanic must go to the yard, find a similar type 
of locomotive awaiting repairs, remove the 
parts wanted and carry them back for appli¬ 


cation. In this case it will require. 2 

Price ..$0,191 

Average hourly earnings.095 


Bridge Pipe Valve repaired. 

If valve stem is bent or new valve is re¬ 
quired and must be ground to fit seat in body 

of bridge pipe. 2 

Pay for this job is included in the price 
paid for other jobs. 

Bridge Pipe replaced. 

If joint is too low and strikes crown bolts 
the valve must be removed the second time 


and a new joint procured. 1 30 

Price .$0,509 

Average hourly earnings.339 


TABLE 41—CONTINUED. 

Hrs. Min. 


Table 42 with its subdivisions affords a view of the application of piece work to locomotive machine shop work 
similar to that shown in the preceding tables covering freight car repair and the work of the locomotive erecting 
shop. This work is also to a large extent work upon old parts which come to the mechanic in a great variety of 
conditions rendering his work impossible of the standardization as to time which alone can make the setting of 
piece prices even possible. 

Here again it is evident that long experience has been unable to establish prices with any close relationship to 
the amount of work required for adequate performance of the repair job. There are jobs such as the turning of 
tires on driving wheels (Table 42-C) which may require all the way from 1 hour and 50 minutes to 5 hours and 20 
minutes work according to the condition of the parts and the necessity of waiting for necessary apparatus. 


TABLE 42. 

REPAIRS TO LOCOMOTIVE PARTS. 


A. Time Required to Repair Air Pump, Starting Valves or Cocks. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Pennsylvania Railroad—Columbus Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Remove Center Piece from body 


Remove disc nut from disc 


3 Remove Center Piece from body. 

If the center piece is tight and corroded 
and it is necessary to pound body to loosen to 
get center piece out.;. 10 

3 Remove Disc Nut from disc. 

If disc nut is tight and corroded and it is 
necessary to pound disc nut with hammer to 
loosen . 9 


Remove old packing from stuffing box 


Polish stem with emery cloth 


3 Remove old packing from stuffing box. 

If stuffing box is closed in on gland or old 
packing hard and valve stem short, and pack¬ 
ing hard to remove. 8 

2 Polish Stem with emery cloth. 

If stem is oily and greasy and it is neces¬ 
sary to clean stem with waste before using 
emery cloth . 5 


235 
























TABLE 42—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Chuck Body and Reseat with reamer. 4 


Chase or clean threads on boiler end with 

hand chaser . 4 

p , 

Turn new seat on disc to fit body. 3 

Grind disc to body. 2 

Put disc nut and disc together. 2 

Put center piece in body. 2 

Total . 28' 

Price ...$0.12 

Average hourly earnings ...257 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Chuck Body and reseat with reamer. 

If body is sprung or seat cut, it will be 
necessary to face body with standing tool and 
then ream seat with reamer. 12 

Chase or clean threads on boiler end with 
hand chaser. 

If threads are corroded badly or sprung, due 


to rough handling in removing, and standing 

tool is used to renew threads. 12 

Turn new seat on disc to fit body. 

If disc is cut badly and hard to get running 
true to fit body. 8 


Grind Disc to body. 

If emery would cut or Scratch seats when 
grinding, the scratches would have to be 
ground out . 0 

Put Disc Nut and disc together. 2 

Put Center Piece in body. 

If center piece is tight and it is necessary 


to chase center piece . 8 

Total . 1 20 

Price .$0.12 

Average hourly earnings.09 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 

B. Time Require to Repair 2 in. and 2 % in. Injector Starting Cocks. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Remove Center Piece from body. 5 


Remove disc nut from disc. 3 

Remove old packing from stuffing box.... 3 


Polish stem with emery cloth 


Clean the thread or change it with hand tool 

on end that fits in fountain. 4 


Turn seat on disc to fit body. 3 


Pennsylvania Railroad—Columbus Shop 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min, 

Remove Center Piece from body. 

If the center piece is corroded into the body 
and the cock must be taken to the smith shop 
and heated so that center piece can be re¬ 


moved . 30 

Remove disc nut from disc. 

If disc nut is tight and corroded. 9 


Remove old packing from stuffing box. 

If stuffing box is closed tight on the packing 
gland and old packing burnt and hard or a 
short stem in the valve. 8 

Polish Stem with emery cloth. 

If stem is oily and greasy and must be 
cleaned with waste . 5 


Clean the thread or change it with hand tool 
on end that fits in fountain. 

If the threads are corroded badly and it 
requires the use of a rigid tool to clean threads 
on end that fits in fountain. 14 

Turn seat on disc to fit body. 

If disc is cut bad or it is hard to get disc 
running through in chuck. 8 


236 































CONTINUED. 


FAVORABLE CONDITIONS. 
Operations. 

Grind disc to body. 


TABLE 42— 


Hrs. Min. 

O 


Put disc nut and disc together. 2 

Put center piece back in body. 3 


Total . 27 

Price ...$0.16 

Average hourly earnings.355 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Grind dsic to body. 

In grinding the disc to the body sometimes 
the seats will scratch and the scratches will 


have to be ground out. 6 

Put disc nut and disc together. 2 

Put center piece back in body. 


In assembling the center piece in the body it 
will sometimes fit too tight and the threads 
will have to be chased with a hand tool. 10 


Total . 1 32 

Price ...$0.16 

Average hourly earnings.104 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 


C. 


FAVORABLE CONDITIONS. 
Operations. 


Turning Tires on Driving Wheels. 

t 

Pennsylvania Railroad—Columbus Shop. 
UNFAVORABLE CONDITIONS. 

Hrs. Min. Operations Hrs Min, 


Gauging wheels . 5 

Changing Driver on machine. 10 

Waiting for wheels to be brought to machine.. 5 


Waifing on help, laborers being used at that 

time . 5 


Clamping wheels in lathe. 10 

Waiting on tools from grinder. 5 


. ' A 


Rough cut .. 40 

Finish cut . 15 


Gauging Wheels. 

Some times wheels are in bad position to 


get at to gauge. . 15 

Changing driver on machine. 10 


Waiting for wheels to be brought to machine. 

If wheels are on the outside of shop and 
outside crane is busy putting on a Set of tires 
at tire pit sometimes waiting will mean. 35 

W 7 aiting on help, laborers being used at that 
time. 

Having from two to five laborers waiting 


upon seven or eight machines and sometimes 
(quite often) waiting on them...'. 35 

Clamping wheels in lathe. 

If bolts are bent or threads damaged and 
old ones must be renewed and new ones put in 30 


Waiting on tools from grinder. 

Many times tools not being ground it is 
necessary to wait until they are ground, 
other tools at times being ahead of wheel 
lathe tools. 35 

Rough Cut. 

Hard or flaky spots damaging tools require 
longer . 1 40 

Finish cut . 15 


Unclamping wheels . 10 

Removing from machine . 5. 


Total . 1 50 

Price ...$0.60 

Average hourly earnings .327 


Unclamping wheels . 10 

Removing from machine. 

If crane is busy on another job at time, 
waiting for same . 35 

Total ..-. 5 20 

Price .$0.60 

Average hourly earnings ..112 


237 





































TABLE 42—CONTINUEp. 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 
I). Removing Tire. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Putting trestles in place. 5 

Get crane; have wheels put on trestle. 5 


Pennsylvania Railroad—Columbus Shop. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min 

Putting trestles in place. 

If trestles are laying on sides and have to 
be set up in place. 13 

Get crane; have wheels put on trestle. 

If cannot get crane and have to wait for 
same . 30 


Placing burner in place. 3 

Lighting burner and adjusting heat. 2 

Heating tire . 10 

Remove burner . 2 

Remove heating band . 2 


Get malls and knock tire from wheel. 3 


Get crane hooked on the wheels and place 


wheel on floor or track. 5 

Total . 37 

Price .$0.18 

Average hourly earnings.292 


Placing burner in place. 3 

Lighting burner and adjusting heat. 

Oil tank must be refilled. 12 

Heating tire . 10 

Remove burner . 2 

Remove heating band . 2 


Get malls and knock tire from w r heel. 

If wheel center is broken and expands and 
holds tire tight, necessary to reheat tire or if 
shims buckle up, necessitating chipping them 
oft . 47 

Get crane hooked on the wheels and place 
wheels on floor or track. 

If necessary to wait for crane time fluctuates 25 

Total .. 2 24 

Price .$0.18 

Average hourly earnings.075 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 

E. Class H-10, Returning Tire on Boring Mill. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Cleaning mill bed of cuttings. 15 

Changing dogs on clamps. 25 


Hooking up and placing tire upon mill. 5 

Clamping . 10 

Grinding tools . 5 

Clamping and setting tool. 2 


Pennsylvania Railroad—Columbus Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Cleaning mill bed of cuttings. 15 

Changing dogs on clamps. 

Tire being on outside platform under other 
tires must wait on crane, crane busy putting 
on a set of tires waiting. 55 

Hooking up and placing tire upon mill. 5 

Clamping . 10 

Grinding tools. 

Several ahead at emery wheel, waiting for 
turn . 15 

Clamping and setting tool. 2 


238 





































TABLE 42—CONTINUED. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Turning tire . 1 


llnclamping tire. 5 

Removing tire . 3 

Total . 2 10 

Price ...$1.15 

Average hourly earnings.53 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Turning tire. 

Tire being hard, tearing loose clamps makes 
it necessary to regrind and change tools. Fre¬ 
quently extra heavy stock requires from one 
to two cuts extra. 2 30 

Unclamping tire. 5 

Removing tire . 3 

Total . 4 20 

Price .$1.15 

Average hourly earnings.265 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 
F. Putting on Tire With Crane. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Hooking up tire and placing in pit to be 

heated . 5 

Covering tire and adjusting burners and light¬ 
ing same . 5 

Heating tire . 15 

Clamp to hot tire. 3 

Hooking chain and carrying to wheel. 3 

Placing and driving tire upon center. 5 

Gauging tire properly upon center. 5 

Cooling tire . 10 

Removing wheels to floor. 3 

Total . 54 

Price .$0.21 

Average hourly earnings.233 


Pennsylvania Railroad—Columbus Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Hooking up tire and placing in pit to be heated 5 

Covering tire and adjusting burners and light¬ 
ing same . 5 

Heating tire . 15 

Clamp to hot tire. 3 

Hooking chain and carrying to wheel. 3 

Placing and driving tire upon center. 5 

Gauging tire properly upon center. 

Finding tire is not heated properly, oil tank 
empty must be refilled and tire reheated. 25 

Cooling tire . 10 


Removing wheels to floor. 

Waiting upon crane, crane being very busy 
moving wheels on platform or removing tires. 33 


Total . 1 32 

Price .$0.21 

Average hourly earnings .137 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 

G. Remove Steel Hubliner from Wheel Center. 

Pennsylvania Railroad—Columbus Shop. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Getting tools and getting to job 


10 Getting tools and getting to job. 

Finding wheel center among others and up¬ 
side down; waiting on crane to move it into 
position, etc.. 30 


239 






































FAVORABLE CONDITIONS. 
Operations. 


TABLE 42—CONTINUED. 


UNFAVORABLE CONDITIONS. 
Operations. 


Hrs. Min. 

Backing out screws (6 in each liner), which 

requires . 20 


Total . 30 

Price .$0.15 

Average hourly earnings.30 


Hrs. Min. 

Backing out screws (6 in each liner), which 
requires. 

Screws being rusted in very tight, at least 
two break off, it becomes necessary to get air 
drill and hose, connect up same, which re¬ 
quires 1 a great deal of time. Air drill is prob¬ 
ably in use some place else, or hose busted or 
connections gone, making a trip to storeroom 


for supplies necessary . 50 

Total . 1 20 

Price .$0.15 

Average hourly earnings.112 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 
II. Cutting Out Hubliner, Bronze. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Hanging wheel in lathe. 10 


Grinding tools 


Setting tool . 1 

Cutting out hubliner . 10 

Removing tool . 1 

Removing wheel to floor. 10 

Total . 35 

Price .$0.32 

Average hourly earnings.548 


Pennsylvania Railroad—Columbus Shop. 
UNFAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Hanging wheel in lathe. 

Wheel being across the shop and track 
blocked’. Crane busy on other work. 35 

Grinding tools. 

Others ahead at emery wheels. ll 

s 

Setting tool . i 

Cutting out hubliner. 

Hubliner being loose in hub, it is necessary 
to cut out with chisel. 40 

Removing tool . 1 

Removing wheel to floor. 25 

Total . 1 53 

Price .$0.32 

Average hourly earnings.17 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 


I. Turning Main Crank Pins (Mounted). 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Pennsylvania Railroad—Columbus Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Securing hand truck to move machine and 


tools to job . 10 

Waiting on help to erect machine on pin. 3 

Erecting machine . 3 


Securing hand truck to move machine and 
tools to job. 

Track blocked, wheels must be moved before 


reaching job . 30 

Waiting on help to erect machine on pin. 

Help being detained at other work for. is 

Erecting machine . 3 


240 


































FAVORABLE CONDITIONS. 
Operations. 


TABLE 43—CONTINUED. 


UNFAVORABLE CONDITIONS. 
Operations. 


Hrs. Min. 


Hrs. Min. 


Connecting air . 3 

Grinding tools . 3 

Setting tool . 2 

Time for cutting. 15 

Fillet turned . 5 


Connecting air. 

Air hose bursting, leaking or too short, it 


is necessary to secure new line. 13 

Grinding tools. 

Possibly waiting in line, others being ahead, 
sometimes as many as half dozen. 13 

Setting tool . 

Time for cutting. 15 

Fillet turned . 5 


File 


File 


7 


Polish 


5 Polish 


Changing machine to main side rod bearing, 
which means to readjust machine to catch 


the main bearing on same pin. 5 

Turning bearing, per cut.. 15 

Fillet turned . 7 


Changing machine to main side rod bearing, 
which means to readjust machine to catch 


the main bearing on same pin. 5 

Turning bearing, per cut. 15 

Fillet turned . 7 


File 


5 File 


Polish 


5 Polish 


Total . 1 33 

Price .$0.83 

Average hourly earnings .535 


Total .. 2 28 

Price ...$0.83 

Average hourly earnings.337 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 


J. Drill and Center Axle Mounted—Two Men. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Getting tools ready and getting to job. 10 


Hooking up air .— . 5 

Drilling and centering . 15 

Disconnecting air . 3 

Delivering tools back to bench. G 

Total . 39 

$0.24 
.3G9 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Getting tools ready and getting to job. 

Wheel is Setting in a position that air hose 
will not reach or other wheels are so close 
mechanic cannot work and wheels must be 


moved. Crane is hooked up on a job. 40 

Hooking up air . 5 

Drilling and centering . 15 

Disconnecting air . 3 

Delivering tools back to beiuch. G 

Total . 1 9 


Price . 

Average hourly earnings 


241 


Price . 

Average hourly earnings 


$0.24 
, .208 















































TABLE 43—CONTINUED. 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 

(K) Laying Off Axle for Key way. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Pennsylvania Railroad—Columbus Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Getting Tool Ready for Job. 3 

Going to Job, Getting Axle into Position to lay 

off. 3 

Laying off Key way. 12 

Getting Back to Bench. 3 

Total . 21 

Price .$0.13 

Average hourly earnings.371 


Getting Tool Ready for Job. 3 

Going to Job, Getting Axle into Position to lay 
off. 

Finding axle in among other material or pile 
of axles. Call crane to remove same, crane 


busy, several other jobs ahead. 33 

Laying off Key way. 12 

Getting Back to Bench. 3 

Total . 51 

Price .$0.13 

Average hourly earnings.152 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 

(L) Press Wheel on Axle, E 2 Trailer —2 Men. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Changing Press . 10 

Hooking Wheel and Hanging in Press. 5 

Hooking and Hanging Axle in Press. 5 

Adjusting in Press by Chain Block. 5 

Pressing on Wheel. 12 


Hood Up and Replace upon Track. 5 

Total . 42 

Price .$0.19 

Average hourly earnings.27 


Pennsylvania Railroad, Ft. Wayne Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Changing Press. 

Waiting for wheel to be delivered to press.. 40 

Hooking Wheel and Hanging in Press. 5 

Hooking and Hanging Axle in Press. 5 

Adjusting in Press by Chain Block. 5 

Pressing on Wheel. 

After having wheel nearly on, it proves too 
tight. Remove wheel to floor, change press, 
re-hang wheel, readjust to ram press off to 
file axle, re-change press, re-hang wheel and 


axle and re-press wheel. 40 

Hood Up and Replace upon Track. 5 

Total . 1 40 

Price .$0.19 

Average hourly earnings.114 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 

(M) Pressing Gear Wheels Off of Shaft. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Changing Set-Up at Press. 5 

Waiting for job to be delivered to the press.. 5 


Pennsylvania Railroad—Columbus Shop. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Changing Set-Up at Press. 5 

Waiting for job to be delivered to the press. 

Sometimes way is blocked, help is busy and 
it is necessary to wait. 25 


242 




































TABLE 42—CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Hooking up job. 2 

Transferring from Floor to Press by means of 

a chain hoist propelled by hand. 3 

Adjusting Gear Wheel and Press by means of 

chain block . 3 

Pressing Out Shaft . 5 

Removing Gear to Floor. 3 

Removing Shaft to Floor. 3 

Total . 29 

Price .$0.10 

Average hourly earnings.207 


Hooking up job. 2 

Transferring from Floor to Press by means of 

a chain hoist propelled by hand. 3 

Adjusting Gear Wheel and Press by means of 

chain block . 3 

Pressing Out Shaft. 

If shaft is gualded and hard to hold in 
press . 35 

Removing Gear to Floor. 3 

Removing Shaft to Floor. 3 

Total . 1 19 

Price .$0.10 

Average hourly earnings.075 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 


(N) Stamp Crank Pms. 


FAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Getting Hammer and Stencils. 1 

Getting to Job. 1 

Stencilling Pin . 2 

Returning to Bench . 1 


Total . 5 

Price .. $0,026 

Average hourly earnings.312 


Pennsylvania Railroad—Columbus Shop. 
UNFAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Getting Hammer and Stencils. 1 

Getting to Job. 1 

Stencilling Pin . 2 

Returning to Bench. 


Sometimes your stencils are gone. In¬ 
quiring for same among the men you find the 
ones you want are missing. Going to the tool 
room there will be several other employes 
ahead of you, waiting to be served. After se¬ 
curing your stencils you return to the job.... 21 


Total . 25 

Price .*.$0,026 

Average hourly earnings.062 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 

(O) Stamping Axles. 

Pennsylvania Railroad—Columbus Shop. 

FAVORABLE CONDITIONS. UNFAVORABLE CONDITIONS. 


Operations. Hrs. Min. 

Getting Hammer and Stencils. 1 

Traveling to job. 1 

Stenciling Axle . 2 

Back to Bench . 1 

Total . 5 


Operations. Hrs. Min. 

Getting Hammer and Stencils. 1 

Traveling to job. 1 

Stenciling Axle . 2 

Back to Bench. 

Stencils missing or broken, which necessi¬ 
tates a trip to the tool room. 16 

Total . 20 


Price . 

Average hourly earnings 


$0,026 

.312 


243 


Price . 

Average hourly earnings 


$0,026 

.078 















































TABLE 42—CONTINUED. 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 

(P) Fitting up and Bolting Steel Liners on Wheel Center. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Securing order for screws. 5 

Going to Storeroom for screws. 10 

Securing Tools and Getting to Job. 10 

4 

Retapping out old holes (6). 20 

Placing in New Liner. 2 

Putting in Screws (6). 18 


Chipping off heads of screws. 12 

Filing for smooth surface. 10 

Total . 1 27 

Price .$0.50 

Average hourly earnings.344 


Pennsylvania Railroad—Columbus Shop. 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Securing order for screws. 

Waiting for foreman to sign order, he being 
in office . 20 

Going to Storeroom for screws. 

Waiting in line at window at storeroom at 
times 8 to 10 ahead of you.. 40 


Securing Tools and Getting to Job. 

Finding that wheels are piled one upon 
another or upside down. Waiting upon crane 40 

Retapping out old holes (6). 20 

Placing in New Liner. 2 

Putting in screws (6). 

Many times the shoulder not being strong 
enough to hold while tightening up, the screw 
head breaks off. which means it must be backed 


out by chisel and hammer or by air. 33 

Chipping off heads of screws. 12 

Filing for smooth surface. 10 

Total . 2 52 

Price ...$0.50 

Average hourly earnings.174 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 

# 

(Q) Weighing Wheels for Counterbalance. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Getting into position tool, weights, scales and 

hangers . 25 


Placing Wheels upon Weighing Trestle. 5 

Placing Hanger upon Pin. 2 

Placing Sufficient W r eight upon Hanger to Pull 


Down Counter Balance . 10 

Placing Plumb Line on Pin. 1 


Pennsylvania Railroad—Columbus Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Getting into position tool, weights, scales and 
hangers. 

Wheels to be weighed are on the inside of 


shop, crane busy before placing wheels in a po¬ 
sition so that outside crane can get them.... 55 

When wheels are put outside, the outside 
crane is busy hauling a set of tires that are 
hot . 1 20 

y 

Placing Wheels upon Weighing Trestle. 5 

Placing Hanger upon Pin. 2 

Placing Sufficient Weight upon Hanger to Pull 

Down Counter Balance . 10 

Placing Plumb Line on Pin. l 


244 

































TABLE 42 —CONTINUED. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 

Measuring Line on Center for Central Point. 5 

Removing Weights and Placing Upon Scale 


and Weighing Same . 15 

Transferring Hanger to Opposite Pin. 2 

Replacing Weights upon Hanger. 10 


Placing Plumb Line Upon Opposite Pin and 

Finding Center . 2 

Removing W 7 eights from Hanger. 10 

Finding Difference in Weights upon Scale... 5 


Removing Hanger . 2 

Removing Wheel . 5 

Total . 1 39 

Price .$0.77 

Average hourly earnings.466 


UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min 

Measuring Line on Center for Central Point. 5 

Removing Weights and Placing Upon Scale 

and Weighing Same . 15 

Transferring Hanger to Opposite Pin. 2 

Replacing Weights upon Hanger. 10 

Placing Plumb Line Upon Opposite Pin and 

Finding Center . 2 

Removing Weights from Hanger. 10 

Finding Difference in Weights upon Scale... 5 


Removing Hanger . 2 

Removing Wheel. 

Crane being lning up again, waiting. 35 

Total . 3 9 

Price .$0.77 

Average hourly earnings.244 


REPAIRS TO LOCOMOTIVE PARTS—Continued. 
(R) Clean and Stencil Counter Balance. 


FAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Pennsylvania Railroad—Columbus Shop. 
UNFAVORABLE CONDITIONS. 

Operations. Hrs. Min. 


Getting Hammer and Stencils. 1 

Getting to Job . 2 


Cleaning Counter Balance. y 2 

Stenciling Counter Balance. 3 

Getting back to Bench. iy 2 

Total . 8 

/ 

Price .$0.05 

Average hourly earnings.375 


Getting Hammer and Stencils. 1 


Getting to Job . 2 

Cleaning Counter Balance. 

If very greasy and dirty. 2 y 2 

Stenciling Counter Balance. 3 

Getting back to Bench. 1 y 2 

Total . 10 

Price ..$0.05 

Average hourly earnings.30 


Recapitulation. 

After this long and detailed study of the practice of piece work in railroad shops, covering actual assignments 
with the variation in effort required for their performance? the general facts developed may be recapitulated as 
follows: 

1. The time required to perform a specific operation involving the removing, repair and replacing of parts of 
railway equipment cannot be estimated in advance. 

2. Piece prices cannot be set for railroad shop work in such a way as to afford regular payment for regular 
expenditure of effort. 

3. The average hourly piece work earnings of a railroad mechanic on any job or during any pay roll period do 
not reflect the effort which he has expended with any degree of accuracy. 

4. The resulting fluctuation in earnings develops a sense of anxiety, insecurity and dependence upon arbitrary 
allowances which accompany the system. 

5. The system is demoralizing, tending to undermine the self-respecting citizenship which is essential to the 
proper functioning of any great national enterprise. 


245 
















































/ 







































Part III 

Comparison of Locomotive Repair Costs on Piece Work and Time Work Railroads 



Part III 

Comparison of Locomotive Repair Costs on Piece Work and Time Work Railroads 

SEC. 1. GENERAL CONCLUSIONS AS TO COMPARATIVE ECONOMY OF THE TWO METHODS OF PAYMENT. 
Excessive Cost of Piecework as a Method of Payment 

The data contained in Part III show the relative costs of piece work and time work methods of payment by 
comparisons of locomotive repair costs in certain groups of railroad shops working under these two plans of wage 
payment, for the six-year period. 1912 to 1917 inclusive. 1917 is the last full year in which piece work was in effect 
in the railroad shops. 

In view of the comprehensive nature of the data upon which the comparisons are based, the following facts shown 

in the body of the exhibit point conclusively to the belief that piece work as a method of payment is uneconomical 

in that it increases rather than diminishes costs. Briefly summarized the tables and their illustrative charts show 
the following facts: 

1. For every one of the six years (1912-1917) the cost of locomotive repair work per locomotive was higher on 
the piece work roads than it was on the roads where payment was on an hourly basis. The excess cost per locomo¬ 
tive on the piece work roads increased from $648.21 in 1912 to $1,413.80 in 1917. the average excess of the piece work 
costs over the hourly work costs per locomotive being $873.40. This would mean an excess cost on these five roads 
for the six years of approximately $58,000,000. (See Chart B.) 

2. For every one of the six years (1912-1917) the cost of locomotive repair work per locomotive mile was higher 

on the piece work roads than it was on the roads where payment was on an hourly basis. The excess cost per loco¬ 
motive mile on the piece work roads varied from 2.4 cents in 1912 to 4.7 cents v in 1917. The average excess of piece 

work costs over hour work costs per locomotive mile being 3.1 cents. On the basis of the locomotive mileage this 

would mean for the six years an excess cost on the five roads of approximately $43,000,000. (See Chart C.) 

3. For every one of the six years (1912-1917) the cost of locomotive repair work per thousand pounds of tractive 

power per mile on the piece work roads was higher than it was on the roads where wages were paid on an hourly basis. 

The excess cost per thousand pounds tractive power per mile varied from 0.02 cents in 1912 to 0.06 cents in 1915 and 
1917. the average excess of piece work costs being 0.04 cents. On the basis of thousand pounds average tractive 
power per mile this would mean for the six years an excess cost on the five roads of approximately $20,000,000. (See 
Chart D.) 

4. For three of the six years (1912-1917) the cost of locomotive repair work per thousand ton miles of freight 
on the piece work roads was higher than it was on the roads where wages were paid on an hourly basis, these years 
being the last three years. Explanation of the other three years which are the only three comparisons unfavorable to 
hourly work will be found in a subsequent section. The average for the six years shows an excess cost of locomo¬ 
tive repair work on the piece work roads amounting to 1.2 cents per thousand ton miles. This would mean for the six 
years an excess cost on the five roads of approximately $3,400,000. (See Chart E.) 

5. For every one of the six years (1912-1917) the cost of locomotive repair work per thousand car miles was 
higher on the piece work roads than it was on the roads where wages were paid on an hourly basis. The excess cost 
on this basis varied from $1,452 in 1912, to $4,644 in 1917, the average excess cost of the piece work being $2,531. On 
this basis the excess cost for the Six years on the five piece work roads would amount to approximately $45,000,000. 
(See Chart F.) 

6. For every one of the six years (1912-1917) the cost of locomotive repair work per thousand ton miles of 
gross haul (including the weight of the car taken as 15 tons) was higher on the piece work roads than it was on the 
roads paying wages on an hourly basis. The excess cost on this basis varied from 1.5 cents in 1912 to 9.6 cents in 
1917. the average excess cost on the piece work roads being 4.7 cents. This would mean for the six years an excess 
cost on the five piece work roads of approximately $26,000,000. (See Chart G.) 

7. For every one of the six years (1912-1917) the cost of locomotive repair work per thousand freight train 

miles was higher on the piece work roads than it was on the roads paying wages on an hourly basis. The excess 
cost on the piece work roads varied from $76.38 in 1912 to $223.15 in 1917. the average excess cost being $121.39. 
This would mean for the six years an excess cost on the five piece work roads of approximately $50,000,000. < See 

Chart H. ) 

8. For every one of the six years (1912-1917) the cost of locomotive repair work per thousand passenger train 
miles was higher on the piece work roads than it was on the roads paying wages on an hourly basis. The excess cost 
on the piece work roads varied from $166.28 in 1912, to $285.63 in 1917. the average excess cost being $195.34. This 
would mean for the six years an excess cost on the five piece work roads of approximately $68,000,000. (See Chart I.) 

9. These eight distinct comparisons, covering for a period of six years, roads operating approximately 16,000 
locomotives show r excess costs for equivalent work on five piece work roads as contrasted with the hour work roads 
varying from $3,400,000 to $68,000,000. The average excess cost is $39,000,000. This is a significant figure. The com¬ 
prehensive character of the averages and the wide field covered makes allowance for all important variations as be¬ 
tween the. two groups of roads. It represents broadly the excess cost of piece work on five roads over a period of six 
years. 


10. This excess cost $39,000,000 on the piece work roads amounted to 23 per cent of the total actual cost of loco¬ 
motive repair work on these roads for the period under consideration, that is of $104,000,000. If we subtract the 

excess cost from the total cost the result $125,000,000 should represent the cost of this work if it had been perfoimed 
with the same economy as prevailed on the roads when payment was on an hourly basis. The average cost of loco¬ 
motive repair on the piece work roads is then 31 per cent in excess of this figure which represents the average cost 

of equivalent work performed upon roads paying wages on an hourly basis. 

Comprehensive Nature of Data Analized 

All of the data presented are based upon figures published by the Interstate Commerce Commission in its annual 
statistical reports. The basic and derivative figures are contained in separate tables, the latter being reproduced m 
gaphic form in charts. 

The basic figures are copied directly from the Interstate Commerce Commission reports. These basic figures will 
be found in Appendices VII and VIII. The derivative figures are simply combined by division or multiplication of 
the basic figures. These derivative figures show the locomotive repair costs referred to statistical units of railroad 
operation, such as locomotive miles, car miles, ton miles, etc. 

Comparisons in terms of all these standards, as well as in terms of actual total costs afford a very searching and 
thorough test of the relative merits of the two methods of payment insofar as they affect the immediate financial 
economies of railroad operation. 


In order to render the comparison as comprehensive and accurate as possible a number of representative railroads 
operating under each policy were selected—five roads in the Allegheny region forming the piece work group and nine 
roads in the Northwestern region forming the time work group. 


The Allegheny Group is made up of the following roads: 


Baltimore & Ohio. 

Central Railroad of New Jersey. 
Pennsylvania. 

The Northwestern Group is composed of the 

Chicago Great Western. 

Chicago, Minneapolis & St. Paul. 

Chicago and North Western. 

Chicago, St. Paul, Minneapolis & Omaha. 
Great Northern. 


Philadelphia & Reading. 
Western Maryland R. R. 


Minneapolis & St. Louis. 

Minneapolis, St. Paul & Saulte Ste. Marie. 
Northern Pacific. 

Oregon, Washington R. R. & Navigation Co. 


The railroads were selected so as to render the two groups as nearly comparable as possible in relation to the 
total number of locomotives in service, their combined tractive power, the volume of traffic and other factors. It 
may also be stated that the physical conditions of operation and mileage fairly correspond for the two groups as a 
whole. Such a comparison of groups of roads is fairer and more conclusive than a comparison of any two individual 
roads, because with so large a number of roads, the peculiar conditions of each road are balanced by those of the 
others and the non-essential points of difference are reduced to a minimum, while the important differences are 
brought out more strongly. 

While the two groups are fairly comparable, there are two differences between them which should be mentioned. 
First, the general scale of wages in the Northwestern (time work) Region during the period under consideration was 
higher than in the Allegheny (piece work) Region. This is evidenced by the actual hourly and daily earnings of the 
employes working on the same basis in the two regions. This would, of course, tend to show higher total labor costs 
in the time work shops. 


The second feature which also operates to the detriment of the time work shops grows out of the fact that the 
costs shown are total costs, including labor and material. While the actual prices paid for the material or parts can¬ 
not be shown it is certainly reasonable to assume that the Allegheny (piece work) group on the whole being nearer 
to the steel mills and large locomotive repair plants would have the advantage of transportation expenses in securing 
repair parts or raw material. Since both of the above mentioned factors tend to show higher costs in the time work 
shops, it is clear that any conclusions in favor of the piece work method are certainly conservative in character. 

The thorough character of the comparison may perhaps be emphasized again. The chief points of note are: 

1. The units of comparison are large groups of representative and comparable roads. The average number of 
locomotives in service by each group was approximately 8,000, a total of 16,000 engines. The aggregate cost of repair¬ 
ing these locomotives was almost $50,000,000 in each year considered and in 1917 it was nearly $70,000,000. 

It is obvious that by using such large units, any minor factors which might invalidate a comparison on a smaller 
scale are reduced to a minimum, if not virtually eliminated. 

2. The period covered is six years—years during which business and commerce in this country experienced manv 
changes. The first two, 1912 and 1913, may be characterized as fairly normal pre-war years. In 1914, as is well 
known, extreme depression reigned in almost all lines of industry and finance. The year 1915 brought recovery, 
largely due to the European war, and 1916 was a period of unusual business activity. In 1917 the United States was 
itself at war and an entirely new element was injected into the situation. 


250 


Therefore, comparisons made under such widely varying circumstances form a sounder basis of judgment than 
could be obtained from figures covering only normal years. It is clear also that a comparison extending over so long 
a period is of much greater value than one only based upon a few months or a single year when temporary and pos¬ 
sibly unknown conditions might influence the relative situations. 

3. There are eight separate and distinct standards of measurement adopted. These are the yard sticks ordinar¬ 
ily used in measuring railroad operating costs, revenue, efficiency, etc. Comparison of average and total costs 
for the groups as a whole or for any pair of railroads considered for any year or smaller part of years than the six 
included may also be made from the figures here presented. 

This large number of tests applied to the operation of the two methods of pay affords a very sound basis of 
judgment in terms of financial economy of management. 


Summary Chart Shows Piece Work Uneconomical 

Chart “A,” based upon the table below, presents in summary comparative form for the entire six years period, the 
average cost of locomotive repairs in the above mentioned two groups of railroads measured by reference to the following 
eight standards; per locomotive per year, per locomotive per mile, per 1,000 pounds tractive power per mile, per ton of 
freight per 1,000 miles, per car per 1,000 miles, per 1,000 units of total load mileage, per 1,000 freight train miles, and 
per 1,000 passenger train miles. This chart is, in reality, an epitome of the entire exhibit and a study of this chart 
will furnish a very clear understanding of our case on this point. These figures clearly demonstrate that the cost of 
locomotive repairs, measured by each of these standards, was less during this period in shops operating on a time-work 
basis than the cost of such repairs in shops operating on a piece-work basis. 

One of the most significant measures used is the cost per 1,000 pounds of tractive power per mile. This unit is 
obtained by dividing the cost per locomotive per mile by the average tractive power per locomotive expressed in 
thousands of pounds. It is thus primarily a standard of operating capacity rather than one of actual performance. 
It will be seen that the cost of repairs in the piece-work shops, taking the average of the six-year period, was 3.6 
mills per 1,000 pounds of tractive power per mile, while the cost in time work shops was 3.2 mills. This means that the 
cost on the piece-work basis in terms of this unit of reference was 12*4 per cent greater than on the time-work basis. 

Measured by other standards the margin between the piece-work and time-work costs is shown to be even greater. 
On the basis of locomotive mileage, the piece-work cost exceeds the time-work cost by 32.5 per cent. On the basis 
of car mileage the piece-work cost exceeds the time-work cost by 38.2 per cent. On the basis of freight train mile¬ 
age the excess of piece-work over time-work costs is over 43 per cent; and on the basis of passenger train mileage 
the excess in costs of piece-work over time-work is over 71 per cent. In fact, on only one basis is the percentage 
differential between the two costs less than that as measured by the amount of locomotive tractive power mileage. 
This is the cost per 1,000 tons of freight per mile. As is shown in detail in the subsequent section the differential is 
probably accounted for by the very much lighter train loading in the Northwestern regoin. 

Moreover, the smallness of this one differential is offset when consideration is given to the measurement on the 
basis of the total load hauled. In computing the total load hauled, the weight of equipment (figured at an average 
of fifteen tons per car) was added to the freight tonnage. As the average weight of the modern cars considerably 
exceeds fifteen tons, this estimate of fifteen tons per car is thoroughly conservative. Figured on this basis, it will be 
seen that the average cost in time-work shops was 24.9 cents, while in piece-work shops it was 29.6 cents, an excess in 
the costs of the piece-work method of 18.8 per cent. 

The following table contains the data upon which the Summary Chart A is based. It contains the data upon 
which the eight charts immediately following are based. The complete data summarized in this table will be found 
in Part III. 


251 








COMPARISON OF PIECE-WORK AND TIME-WORK METHODS OF PAYMENT ON BASIS OF 

LOCOMOTIVE REPAIR COSTS 

1912-1917 Inclusive 

(Methods of Payment: Allegheny Group Piece Work; Northwestern Group Time W'ork) 

(Figures derived from data in basic tables Appendix I and II) 

SUMMARY 


1 

Year 

2 

GROUP 

3 

Cost per 
Locomotive 
per year 

4 

Cost per 
Locomotive 
per mile 

5 

Cost per 
1000 lbs. 
Tractive 
power 
per mile 

6 

Cost per 
ton of 
Freight 
per 1000 
miles 

7 

Cost per 
car per 1000 
miles (per 
1000 car 
miles) 

8 

Cost per 
1000 units 
of total 
load 

mileage* 

9 

Cost per 
1000 
Freight 
Train 
miles 

10 

Cost per 
1000 

Passenger 

Train 

miles 

1912 

Alleghany. 

$2973.53 

$0.10922 

$0.0033 

$0,543 

$7,898 

$0,267 

$328.92 

$396.92 


Northwestern. 

2325.32 

0.08515 

0.0031 

0.607 

6.446 

0.252 

252.54 

230.64 

1913 

Alleghany. 

3199.44 

0.11178 

0.0035 

0.521 

8.035 

0.264 

336.46 

429.52 


Northwestern. 

2461.42 

0.08919 

0.0030 

0.558 

6.412 

0.242 

257.71 

258.75 

1914 

Alleghany. 

3117.97 

0.11836 

0.0034 

0.553 

8.476 

0.280 

368.56 

427.75 


Northwestern. 

2447.15 

0.09240 

0.0030 

0.588 

6.477 

0.249 

280.97 

255.35 

1915 

Alleghany. 

2898.51 

0.11882 

0.0034 

0.543 

8.188 

0.272 

380.99 

403.35 


Northwestern. 

2133.15 

0.08638 

0.0028 

0.541 

5.771 

0.225 

263.64 

233.28 

1916 

Alleghanj'. 

3759.06 

0.13278 

0.0035 

0.559 

9.355 

0.295 

430.72 

507.23 


Northwestern. 

2796.57 

0.09992 

0.0032 

0.525 

6.416 

0.236 

285.61 

300.33 

1917 

Alleghany. 

4809.04 

0.16911 

0.0044 

0.690 

12.670 

0.380 

566.86 

648.98 


Northwestern. 

Average for Entire Period 

3394.24 

0.12172 

0.0038 

0.604 

8.026 

0.284 

343.71 

363.35 


Alleghany. 

3472.82 

0.12767 

0.0036 

0.574 

9.154 

0.296 

402.09 

468.96 


Northwestern. 

2599.42 

0.09633 

0.0032 

0.572 

6.623 

0.249 

280.70 

273.62 


*Total load mileage, as used in column 6, includes the ton miles of revenue freight carried plus the ton miles of the weight of the 
freight and passenger cars themselves. 


t 


252 





































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253 



































SEC. 2. COMPARATIVE ECONOMY OF THE TWO METHODS OF PAYMENT TESTED ON THE BASIS OF 

VARIOUS STANDARDS. 


Comparison by Years Shows More Rapid Increase in Cost on Piecework Roads 

The following eight charts with the accompanying tables present for each of the eight standards of measure¬ 
ment a comparison of the locomotive repair costs under piece-work and time-work, year by year for each of the six 
years mentioned. 

The most significant feature developed by this method of comparison is that the cost of repairs in time-work 
shops did not increase between 1912 and 1917 as rapidly as in piece-work shops. This is especially important in view 
of the enormous increases in practically all costs which have taken place during the past few years. 

In other words, this had the effect of progressively widening the margin between the time-work and piece-work 
costs as measured by each of the standards considered. The actual increase in the total cost of all repairs is shown 
in Table II. For the Allegheny Group the actual cost of repairing all locomotives advanced from $22,259,868 in 
1912 to $39,573,621 in 1917, or 77.8 per cent, while for the Northwestern group the total cost advanced from $16,953,- 
938 in 1912 to $28,094,094 in 1917, or 65.7 per cent. 

Hence, the actual total costs increased during the whole period more in the piece-work shops than in the time¬ 
work shops. And we have already noted that there was a balance in favor of time work when the figures are com¬ 
pared by reference to practically all the statistical units of operation. 

The fact that costs on roads where piecework prevailed tended to rise more rapidly than similar costs where 
mechanics were paid by the hour is a very significant element in any attempt to evaluate piecework as a method of 
payment. It is an indication of the fact that piece rates are really elastic, that they do not represent an invariable 
basis of payment for a certain amount of work done. Under piecework it is always possible for the mechanic to 
check as performed work not actually done and it is possible for the piecework checker to be more or less lax or 
lenient in his inspection of work where the question of its having been done is open to suspicion. 

In the above noted rapid increase in costs in piecework roads, this factor comes to light. When the demand for 
mechanics consequent upon the stimulation of industry due to the European War, 1915-1917, began to drain piecework 
roads of competent men, oral instructions were given to piecework checkers to give the men the benefit of the doubt. 
In any case where an inspector refused to allow a man'payment for work not performed, the foreman would side 
with the mechanic and instruct the inspector to pay. 

Inspectors were given the impression that everything was to be paid and no questions asked. The resulting ex¬ 
aggeration of two fundamental characteristics of piece work, i.e., lack of thoroughness and payment for work not 
actually performed, exhibits these characteristics as under a magnifying glass. The more rapid increase in repair 
costs on the piece work roads is largely an indication of the existence of such tendencies. 

Comparative Economy of Piece Work and Time Work Tested By Cost of Locomotive Repairs Per Locomotive 

Chart B, with the accompanying table, shows that for every year of the period 1912 to 1917 inclusive, the average 
cost of locomotive repairs per locomotive was lower in the region where time work prevailed than it was in the region 
where piece work was the characteristic method of payment. The extent to which piece work costs exceeded time 
work costs upon this basis is shown in the table below which is extracted from the derivative tables in Part III. 

Cost of Repair Per Locomotive 



Average Cost 

Average Cost 

Excess 


Allegheny Region 

Northwestern Region 

Piece Work Over 

Year 

Working Piece Work 

Working Time Work 

Time Work Costs 

1912 . 


$2325.32 

$ 648.21 

1913 . 

. 3199.44 

2461.42 

738.02 

1914 . 

. 3117.97 

2447.15 

670.82 

1915 . 

. 2898.51 

2133.15 

765.36 

1916 . 

. 3759.06 

2796.57 

962.49 

1917 . 

. 4809.04 

3393.24 

1415.80 








Locomotive Repair Costs 


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Comparative Economy of Piece Work and Time Work Tested By Cost of Locomotive Repairs per Locomotive Mile 

Chart C, with the accompanying table shows that for every year of the period 1912 to 1917 inclusive, the aver¬ 
age cost of locomotive repairs per locomotive mile was lower in the region where time work prevailed than it was in 
the region where piece work was the characteristic method of payment. The extent to which piece work • costs ex¬ 
ceeded time w r ork costs upon this basis is shown in the table below upon which the chart is based. The data are ex¬ 
tracted from the derivative tables in Part III. 

Cost of Locomotive Repairs Per Locomotive Mile 


Average Cost Average Cost Excess 

• Allegheny Region Northwestern Region Piece Work Over 
Year Working Piece Work Working Time Work Time Work Costs 

' V 

1912 . $0.10922 $0.08515 $0.02407 

1913 . 0.11178 0.08919 0.02259 

1914 . 0.11836 0.09240 0.02596 

1915 . 0.11882 0.08638 0.03244 

1916 . 0.13278 0.09992 0.03286 

1917 . 0.16911 0.32172 0.04739 


256 










Piece Work 9 






























































































































































Comparative Economy of Piece Work and Time Work Tested By Cost of Locomotive Repairs Per Thousand Pounds of 
Tractive Power Per Mile 

Chart D, with the table shows that for every year of the period 1912 to 1917 inclusive, the average cost of loco¬ 
motive repairs per thousand miles tractive power per locomotive mile was lower in the region where time work pre¬ 
vailed than it was in the region where piece work was the characteristic method of payment. 

This basis, including both power and performance, is perhaps as fair a unit for comparison as could be found. 

The increase in piece-work cost between 1912 and 1917 was 27.3 per cent, while the increase in time-work cost 
was 22.6 per cent. This greater percentage of increase in piece-work cost served to widen the margin in favor of 
the time-work cost. In 1912 the piece-work cost exceeded the time-work per 1,000 pounds of tractive power per mile 
by 0.2 mills, or 6.5 per cent, and in 1917 by 0.4 mills, or 10.5 per cent. 

It is significant that on this basis the time-work cost between 1912 and 1915 actually declined about 10 per cent 
while the piece-work cost increased. 

The extent to which piece work costs exceeded time work costs upon this basis is shown in the table below upon 
which the chart is based. The data are extracted from the derivative tables in Part III. 

Cost of Locomotive Repairs Per Thousand Pounds Tractive Power Per Locomotive Mile 

Average Cost Average Cost Excess 

Allegheny Region Northwestern Region Piece Work Over 

Year Working Piece Work Working Time Work Time Work Costs 

1912 

1913 

1914 

1915 

1916 

1917 


$0.0033 

$0.0031 

$0.0002 

0.0035 

0.0030 

0.0005 

0.0034 

0.0030 

0.0004 

0.0034 

0.0028 

0.0006 

0.0035 

0.0032 

0.0003 

0.0044 

0.0038 

0.0006 




258 
















Locomotive Repmr Costs 


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Comparative Economy of Piece Work and Time Work Tested By Cost of Locomotive Repairs Per Ton-Mile of Revenue 
Freight 

Chart E, with the table upon which it is based shows the average cost of repairs per ton of freight per 1,000 

miles, or per 1,000 ton miles based on the two methods of payment in each year. 

As previously stated, this is the only standard of measurement under which the time-work cost exceeded that of 
piece work in any year, and is probably explained by the lighter train loading in the Northwestern region. In other 
words, although the locomotives in the Northwestern group pulled a greater train weight for each dollar expended 
in repairs (as brought out in Chart the amount of revenue freight contained therein was so much smaller in 

1912, 1913 and 1914 in the Northwestern group that the time-work cost referred to ton miles as a standard exceeded 

the piece-work cost in those years. 

Although the train loading in the Northwestern group was still far below the Allegheny in 1915, 1916 and 1917, 
apparently the greater productive efficiency developed in the time-work shops, and consequent decrease in cost, re¬ 
versed the situation in those years. In other words, between 1912 and 1917, the piece-work cost per 1,000 ton miles 
advanced 27.1 per cent, while the time-work cost actually decreased 0.5 per cent, and whereas the time-work cost in 
1912 exceeded the piece-work cost by 11.8 per cent, in 1917 the piece-work cost was greater than the time-work by 
14.2 per cent. 

As a net result the average cost on the time work basis for the entire six-year period was below the piece-work 

cost. 

The data upon which the chart is based are shown in the table below which is extracted from the derivative 
tables in Part III. 

Cost of Locomotive Repairs Per Thousand Ton Miles 


Average Cost Average Cost Difference in 

Allegheny Region Northwestern Region Cost as Between 
Year Working Piece Work Working Time Work Two Regions 

1912 . $0,543 $0,607 $0,064* 

1913 . 0.521 0.558 0.037* 

1914 . 0.553 0.588 0.035* 

1915 . 0.543 0.541 0.002 

1916 . 0.559 0.525 0.034 

1917 . 0.690 0.604 0.086 


indicates excess of time work costs. 






260 









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Comparative Economy of Piece Work and Time Work Tested By Cost of Locomotive Repairs Per Thousand Car Miles 

Chart F, with the table below upon which it is based, shows that for every year of the period 1912 to 1917 in¬ 
clusive, the average cost of locomotive repairs per thousand car miles was lower in the region where time-work pre¬ 
vailed than it was in the region where piece work was the characteristic method of payment. 


It will be noted that on this basis there was a practically steady increase in the piece-work cost between 1912 
and 1916, while the time-work cost actually declined. In 1915 the cost in time-work shops was considerably below 
the 1912 level, while the piece-work was above. As before stated, this period being one of comparative price stability, 
the comparison is especially significant. 


The extent to which piece work costs exceeded time work costs upon this basis is shown in the table below upon 
which the chart is based. The data are extracted from the derivative tables in Part III. 


Cost of Locomotive Repairs Per Thousand Car Miles 



Average Cost 

Average Cost 

Excess 


Allegheny Region 

Northwestern Region 

Piece Work Over 

Year 

Working Piece Work 

Working Time Work 

Time Work Costs 

1912 . 

. $ 7.898 

$6,446 

$1,452 

1913 . 

. 8.035 

6.412 

1.623 

1914 . 

. 8.476 

6.477 

1.999 

1915 . 


5.771 

2.417 

1916 . 

. 9.355 

6.416 

2.939 

1917 . 

. 12.670 

8.026 

4.644 









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Comparative Economy of Piece Work and Time Work Tested by Cost of Locomotive Repairs Per Thousand Ton Miles 
of Load 

Chart G, together with the table upon which it is based compares piece work and time work costs by years on 
the basis of 1,000 tons of total load mileage. This unit is made up of ton miles of revenue freight carried plus the 
ton miles of the weight of the freight and passenger cars themselves combined, allowing fifteen tons as the weight of 
each car. 

As previously pointed out, from the standpoint of service rendered this is perhaps the most important measure of 
locomotive repair costs. And here again it is shown that on this basis the cost in time-work shops decreased during 
the period from 1912 to 1915, while there was an increase in cost during the same period in the piece-work shops. 

Even in 1916 when the piece-work cost had risen lO 1 /^ per cent above the 1912 level, the time-work cost was still 
below the time work cost of 1912. 

In 1917 higher material prices caused an increase in the time-work shops, as compared with the 1912 cost, or 12.7 
per cent, but the corresponding increase in piece-work cost was 42.3 per cent. As a result, the margin of 5.9 per cent 
by which the piece-work exceeded the time-work cost in 1912 was increased to 33.8 per cent in 1917. 

On this basis, piece work costs have exceeded time work costs in every year of the period 1912 to 1917 inclusive. 
The figures upon which the chart is based are shown in the following table. They are extracted from the derivative 
tables in Part III. 

Cost of Locomotive Repairs Per Thousand Ton Miles of Total Load 


Average Cost Average Cost Excess 

Allegheny Region Northwestern Region Piece Work Over 
Year Working Piece Work Working Time Work Time Work Costs 

1912 . $0,267 $0,252 $0,015 

1913 . 0.264 0.242 0.022 

1914 . 0.280 0.249 0.031 

1915 . 0.272 0.225 0.047 

1916 . 0.295 0.236 0.059 

1917 . 0.380 0.284 0.096 






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Comparative Economy of Piece Work and Time Work Tested By the Cost of Locomotive Repairs Per Thousand 
Freight Train Miles 

% 

Chart H shows that for every year of the period 1912 to 1917 inclusive, the average cost of locomotive repairs 
per thousand freight train miles was lower in the region where time work prevailed than it was in the region where 
piece work was the characteristic method of payment. 

Measured by this standard of freight train miles, it will be seen that the time-work cost advanced between 1912 
and 1917, 36.1 per cent. This increase is greater than the preceding ones, largely on account of the heavier train 
loading, as previously shown, in the later years. That is, the same volume of traffic was moved with a less number 

of train miles, which would have the effect of increasing the cost per mile, even though the amount expended for 

repairs were no larger. 

As compared with the increase in piece-work cost on the same basis, however, the advance of 36.1 per cent in 
time-work cost appears small. From 1912 to 1917 the cost in piece-work shops increased from $328.92 to $566.86, or 
72.3 per cent, practically twice the percentage of increase in time-work cost. In 1912 the excess of piece-work over 

time-work costs was 30.2 per cent, while in 1917 the same excess amounted to 64.9 per cent. 

The following table is extracted from the derivative tables in Part III. 

Cost of Locomotive Repairs Per Thousand Freight Train Miles 


Average Cost Average Cost Excess 

Allegheny Region Northwestern Region Piece Work Over 
Year Working Piece Work Working Time Work Time Work Costs 

1912 ... $328.92 $252.54 . $ 76.38 

1913 . 336.46 257.71 78.75 

1914 . 368.56 280.97 87.59 

1915 . 380.99 263.64 117.35 

1916 . 430.72 285.61 145.11 

1917 . 566.86 343.71 223.15 


266 








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Comparative Economy of Piece Work and Time Work Tested By Cost of Locomotive Repairs Per Thousand Passenger 
Train Miles 

Chart I, based on the figures shown in the table below, shows that for every year of the period 1912 to 1917 
inclusive, the average cost of locomotive repairs per thousand passenger train miles was lower in the region where 
time work prevailed than it was in the region where piece work was the characteristic method of payment. 

In 1912 the piece-work cost per 1,000 passenger train miles exceeded the time-work cost by 72.1 per cent and in 
1917 the excess was 78.6 per cent. As heretofore shown, the piece-work cost, taking the average for the entire six- 
year period, was 71.7 per cent greater than the time-work cost. 

Between 1912 and 1917 the cost of time work on the basis considered in this chart increased 57.5 per cent, while 
the cost of piece work increased 63.5 per cent. 

The following table contains the data upon which the chart is based. It is extracted from the derivative tables 
in Part III. 



Average Cost 

Average Cost 

Excess 


Allegheny Region 

Northwestern Region 

Piece Work Over 

Year 

Working Piece Work 

Working Time Work 

Time Work Costs 

1912 . 

. $396.92 

$230.64 

$166.28 

1913 . 


258.75 

170.77 

1914 . 


255.35 

172.40 

1915 . 

. 403.35 

233.28 

170.07 

1916 . 


300.33 

206.90 

1917 . 

. 048.98 

363.35 

285.63 









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SEC. 3. COMPARATIVE COSTS ACCORDING TO VARIOUS STANDARDS SHOWN YEAR BY YEAR. 


Comparative Economy of Piece Work and Time Work Shown Year by Year 

The following charts show for each of the six years covered by this study the eight comparisons as between piece 
work and time work developed in the preceding charts. The columns are, in fact, traced directly from the preceed- 
ing charts, the object of the new arrangement being to emphasize that for any one of the years the evidence is over¬ 
whelmingly in favor of time work as a method of payment. 


The decisive nature of the proof might be stated in the following way: Taking the eight standards of measure¬ 
ment, each represented by a set of parallel .columns for the six years there is a total of 48 comparisons. Of this 
number only three are favorable to piece-work as an economical method of payment while all the rest, 45 in number, 
reflect the greater economy of time work. 

As already pointed out, in each of three years there is one out of the six comparisons apparently favorable to 
piece work. These are the comparisons of locomotive repair costs on the basis of ton miles of revenue freight for 
the years 1912 to 1914 inclusive. This is, of course, due to the different character of the train load characteristic of 
the two regions. The number of tons per freight train mile is consistently less in the Northwestern region than in 
file Allegheny region, the figures being as follows: 


AVERAGE FREIGHT TRAIN LOAD 


YEAR 

ALLEGHENY 

NORTHWESTERN 


Group 

Group 


(tons) 

(tons). 

1912 

606 

416 

1913 

645 

463 

1914 

666 

478 

1915 

700 

487 

1916 

771 

544 

1917 

821 

569 


It should be again pointed out, however, that despite this difference, the average for the whole period on this 
basis of comparison is favorable to the Northwestern Region where time work prevailed. 

The following tables upon which the charts are based really represent the significant matter in the exhibit. They 
show for each railroad in each of the regions under consideration the cost of locomotive repair work referred to 
the various units of operating record. The data are computed by arithmetical combination from the Interstate Com¬ 
merce Commission data in Appendix VII and Appendix VIII as follows: 

The Cost per Locomotive per Year is obtained by dividing the cost of repairs to steam locomotives shown in 
column 3 of the tables in Appendix VII by the number of steam locomotives shown in column 2 of the same appendix. 

The cost per locomotive per mile is obtained by dividing the cost of repairs to steam locomotives shown in column 
3 of the tables in Appendix VII by the total revenue and non-revenue locomotive miles shown in column 4 k of the same 
Appendix. 

The cost per 1000 lbs. Tractive Power per Mile is obtained by dividing the cost of repairs to steam locomotives 
in column 3 of the tables in Appendix VII by the average tractive power per locomotive expressed in thousands of pounds 
shown in column 6 of the same appendix. 

The cost per ton of freight per 1000 miles is obtained by dividing the cost of repairs to steam locomotives in 
column 3 of the tables in Appendix VII by the total revenue freight ton miles expressed in thousands shown in column 
2 of Appendix VIII. 


The Cost per 1000 Car Miles is obtained by dividing the cost of repairs to steam locomotives shown in column 3 
of the tables in Appendix VII by the car miles of revenue freight and passenger trains expressed in thousands as shown 
in column 3 of Appendix VIII. 


270 


The cost per 1000 units total load mileage is obtained by dividing the cost of repairs to steam locomotives shown 
in column 3 of Appendix VII by the ton miles representing the combined weight of revenue freight and cars expressed 
in thousands shown in column 4 of Appendix VIII. 

The cost per 1000 freight train miles is obtained by dividing the cost of repairs to steam locomotives shown in 
column 3 of Appendix VII by the freight train miles expressed in thousands shown in column 5 of Appendix VIII. 

The cost per 1000 passenger train miles is obtained by dividing the cost of repairs to steam locomotives shown in 
column 3 of Appendix VII by the passenger train miles expressed in thousands shown in column 6 of Appendix VIII. 

The tables with their accompanying charts showing the situation year by year follow: 


\ 




271 


1912 


COMPARISON OF PIECE-WORK AND TIME-WORK METHODS OF PAYMENT ON BASIS OF 

LOCOMOTIVE REPAIR COSTS 

(Methods of Payment: Allegheny Group piece-work; Northwestern Group time-work) 

(Figures derived from data in following basic tables) 


I 

1 

RAILROAD 

2 

Cost per 
Locomotive 
per year 

3 

Cost per 
Locomotive 
per mile 

4 

Cost per 
1000 lbs. 
Tractive 
power 
per mile 

5 

Cost per 
ton of 
Freight 
per 1000 
miles 

6 

Cost per 
car per 
1000 miles 
(per 1000 
car miles) 

7 

Cost per 
1000 units 
of total 
load 

mileage* 

„ 8 

Cost per 

1000 

Freight 

Train 

miles 

9 

Cost per 
1000 

Passenger 

Train 

miles 

Alleghany Group 









Baltimore & Ohio. 

$2723.32 

$0.09776 

$0.0028 

$0,478 

$6,633 

$0,230 

$270.86 

$381.09 

Central R. R. of N. J. 

2378.67 

0.08541 

0.0034 

0.527 

7.537 

0.257 

275.42 

253.22 

Pennsylvania. 

3263.58 

0.11977 

0.0036 

0.572 

8.581 

0.286 

388.38 

419.68 

Philadelphia & Reading. 

2989.36 

0.11583 

0.0041 

0.617 

8.850 

0.302 

321.31 

438.56 

West Maryland. 

1967.93 

0.07727 

0.0021 

0.424 

8.971 

0.222 

217.18 

389.90 

Whole Group. 

2973.53 

0.10922 

0.0033 

0.543 

7.898 

0.267 

328.92 

396.92 

Northwestern Group 









Chicago Great Western. 

3001.20 

0.10515 

0.0033 

0.693 

7.431 

0.289 

287.27 

285.10 

Chicago, Mpls. & St. Paul. 

2872.05 

0.08820 

0.0038 

0.779 

6.954 

0.291 

241.49 

280.66 

Chicago & Northwestern. 

2313.96 

0.07562 

0.0030 

0.751 

6.705 

0.280 

247.17 

196.66 

Chicago, St. Paul, M. & 0. 

1983.18 

0.06512 

0.0030 

0.661 

6.159 

0.253 

195.15 

194.59 

Great Northern. .. 

2144.13 

0.08929- 

0.0026 

0.408 

5.373 

0.191 

266.80 

219.00 

M. & St. Louis. 

1729.47 

0.07954 

0.0033 

0.739 

7.524 

0.299 

206.81 

221.89 

M., St. P. & S. Ste. Marie. 

2196.10 

0.07595 

0.0030 

0.403 

4.814 

0.179 

182.81 

211.92 

Northern Pacific. 

1895.52 

0.09225 

0.0030 

0.531 

6.301 

0.235 

288.72 

236.37 

Ore., Wash. R. R. & Nav. 

Whole Group. 

3091.88 

0.11937 

0.0038 

0.981 

11.377 

0.428 

479.80 

265.49 

2325.32 

0.08515 

0.0031 

0.607 

6.446 

0.252 

252.54 

230.64 


*Total load mileage, as used in column 6, includes the ton miles of revenue freight carried plus the ton miles of the weight of the 
freight and passenger cars themselves. 


272 



































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273 























1913 




COMPARISON OF PIECE-WORK AND TIME-WORK METHODS OF PAYMENT ON BASIS OF 

LOCOMOTIVE REPAIR COSTS 

(Methods of Payment: Allegheny Group piece-work; Northwestern Group time-work) 

(Figures derived from data in following basic tables) 


1 

RAILROAD 

2 

Cost per 
Locomotive 
per year 

3 

Cost per 
Locomotive 
per mile 

% 

4 

Cost per 
1000 lbs. 
Tractive 
power 
per mile 

5 

Cost per 
ton of 
Freight 
per 1000 
miles 

6 

Cost per 
car per 
1000 miles 
(per 1000 
car miles) 

7 

Cost per 
1000 units 
of total 
load 

mileage* 

8 

Cost per 
1000 
Freight 
Train 
miles 

9 

Cost per 
1000 

Passenger 

Train 

miles 

Alleghany Group 

| Baltimore & Ohio. 

$3054.58 

$0.10512 

$0.0029 

$0,470 

$7,125 

$0,236 

$297.22 

$419.31 

1 Central R. R. of N. J. 

2530.76 

0.09090 

0.0035 

0.519 

7.670 

0.258 

288.52 

280.90 

( Pennsylvania. 

3506.93 

0.12111 

0.0036 

0.552 

'8.649 

0.282 

388.21 

458.76 

1 Philadelphia & Reading. 

2954.25 

0.10694 

0.0036 

0.534 

8.046 

0.268 

291.74 

432.42 

I^West Maryland. 

2322.70 

0.09203 

0.0025 

0.495 

8.407 

0.263 

271.28 

449.14 

Whole Group. 

3199.44 

0.11178 

0.0035 

0.521 

8.035 

0.264 

336.46 

429.52 

Northwestern Group 

Chicago, Great Western. 

2865.27 

0.10352 

0.0031 

0.619 

6.995 

0.266 

289.20 

• 

276.51 

Chicago, M. & St. Paul. 

2603.91 

0.09212 

0.0032 

0.684 

6.953 

0.276 

255.58 

320.64 

Chicago & Northwestern. 

2444.11 

0.08076 

0.0031 

0.670 

6.762 

0.269 

258.32 

214.56 

Chicago, St. P., M. & 0. 

2141.25 

0.06909 

0.0030 

0.639 

6.651 

0.262 

207.87 

212.63 

Great Northern. 

2567.32 

0.10227 

0.0028 

0.430 

5.886 

0.205 

291.99 

271.63 

M. & St. Louis. 

2393.71 

0.07998 

0.0032 

0.581 

6.933 

0.258 

194.11 

261.87 

M., St. P. & S. Ste. Mane. 

2295.52 

0.07485 

0.0028 

0.364 

4.621 

0.167 

172.31 

223.09 

Northern Pacific. 

2133.76 

0.08820 

0.0026 

0.458 

5.575 

0.205 

264.55 

248.74 

Ore., Wash. R. R. & Nav. 

3197.41 

0.12833 

0.0039 

0.917 

11.540 

0.418 

470.64 

306.40 

W hole Group. 

2461.42 

0.08919 

0.0030 

0.558 

6.412 

0.242 

257.71 

258.75 


*Total load mileage, as used in column 6, includes the ton miles of revenue freight carried plus the ton miles of the weight of the 
freight and passenger cars themselves. 


274 






































Locomotive Repair Costs Compared 



275 





























1914 


COMPARISON OF PIECE-WORK AND TIME-WORK METHODS OF PAYMENT ON BASIS OF 

LOCOMOTIVE REPAIR COSTS 


(Methods of Payment: Allegheny Group piece-work; Northwestern Group time-work) 
(Figures derived from data in following basic tables) 


1 

RAILROAD 

v 

2 

Cost per 
Locomotive 
per year 

3 

Cost per 
Locomotive 
per mile 

4 

Cost per 
1000 lbs. 
Tractive 
power 
per mile 

5 

Cost per 
ton of 
Freight 
per 1000 
miles 

6 

Cost per 
car per 
1000 miles 
(per 1000 
car miles) 

7 

Cost per 
1000 units 
of total 
load 

mileage* 

8 

Cost per 
1000 
Freight 
Train 
miles 

9 

Cost per 
1000 

Passenger 
Train j 
miles 

Alleghany Group 

Baltimore & Ohio. 

$2795.78 

$0.10743 

$0.0029 

$0,490 

$7,198 

$0,242 

$309.61 

$394.06 

Central R. R. of N. J. 

2552.08 

0.09525 

0.0036 

0.562 

8.104 

0.276 

317.40 

282.52 

Pennsylvania... 

3302.84 

0.12408 

0.0035 

0.567 

8.869 

0.290 

415.69 

444.28 

Philadelphia & Reading. 

3123.70 

0.12068 

0.0040 

0.570 

9.010 

0.293 

337.84 

466.16 

West Maryland. 

4211.17 

0.17354 

0.0043 

0.892 

15.086 

0.473 

522.38 

808.64 

Whole Group. 

3117.97 

0.11836 

0.0034 

0.553 

8.476 

0.280 

368.56 

427.75 

Northwestern Group 

Chicago, Great Western. 

2829.03 

0.10351 

0.0031 

0.610 

6.702 

0.258 

300.99 

266.71 

Chicago, M. & St. Paul. 

2789.39 

0.09538 

0.0033 

0.680 

6.696 

0.269 

278.80 

317.22 

Chicago & Northwestern. 

2369.24 

0.08353 

0.0031 

0.696 

6.819 

0.275 

268.64 

219.77 

Chicago, St. P. M. & 0. 

2088.62 

0.07195 

0.0029 

0.629 

6.523 

0.257 

230.80 

212.81 

Great Northern. .. 

2491.54 

0.10883 

0.0029 

0.473 

6.213 

0.221 

338.96 

263.03 

M., & St. Louis. 

2746.88 

0.08995 

0.0035 

0.675 

7.403 

0.285 

215.15 

287.65 

M. St. P. & S. Ste. Marie. 

2199.62 

0.08054 

0.0030 

0.427 

4.958 

0.186 

201.29 

223.00 

Northern Pacific. 

1997.84 

0.08932 

0.0027 

0.482 

5.773 

0.214 

295.02 

226.25 

Ore., Wash. R. R. & Nav. 

2829.02 

0.12334 

0.0037 

0.846 

10.416 

0.381 

441.08 

295.22 

Whole Group. 

2447.15 

0.09240 

0.0030 

0.588 

6.477 

0.249 

280.97 

255.35 


*Total load mileage, as used in column 6, includes the ton miles of revenue freight carried plus the ton miles of the weight of the 
reight and passenger cars themselves. 































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1915 

COMPARISON OF PIECE-WORK AND TIME-WORK METHODS OF PAYMENT ON BASIS OF 

LOCOMOTIVE REPAIR COSTS 

(Methods of Payment: Allegheny Group piece-work; Northwestern Group time-work) 

(Figures derived from data in following basic tables) 


1 

RAILROAD 

2 

Cost per 
Locomotive 
per year 

3 

Cost per 
Locomotive 
per mile 

4 

Cost per 
1000 lbs. 
Tractive 
power 
per mile 

5 

Cost per 
ton of 
Freight 
per 1000 
miles 

6 

Cost per 
car per 
1000 miles 
(per 1000 
car miles) 

7 

Cost per 
1000 units 
of total 
load 

mileage* 

8 

Cost per 
1000 
Freight 
Train 
miles 

9 

Cost per 
1000 

Passenger 

Train 

miles 

Alleghany Group 

Baltimore & Ohio. 

$2666.64 

$0.11398 

$0.0030 

$0,491 

$7,401 

$0,246 

$349.25 

$390.78 

Central R. R. of N. J. 

2414.56 

0.09402 

0.0035 

0.555 

7.799 

0.268 

320.19 

267.27 

Pennsylvania.. 

3146.60 

0.12538 

0.0035 

0.582 

8.716 

0.291 

425.06 

424.03 

Philadelphia & Reading. 

2765.12 

0.11288 

0.0037 

0.522 

7.988 

0.264 

323.62 

408.58 

West Maryland. 

2730.45 

0.13704 

0.0034 

0.506 

8.880 

0.273 

387.31 

563.98 

Whole Group. 

2898.51 

0.11882 

0.0034 

0.543 

8.188 

0.272 

380.99 

403.35 

Northwestern Group 

Chicago, Great Western. 

2644.62 

0.09770 

0.0029 

0.560 

6.182 

0.237 

309.33 

248.15 

Chicago, M. & St. Paul.. 

2577.32 

0.09090 

0.0031 

0.624 

6.170 

0.248 

263.74 

299.88 

Chicago & Northwestern. 

2234.40 

0.08379 

0.0030 

0.661 

6.157 

0.253 

266.74 

210.46 

Chicago, St. P., M. & 0. 

2238.06 

0.07960 

0.0032 

0.626 

6.525 

0.257 

246.53 

225.07 

Great Northern. 

1698.77 

0.08596 

0.0023 

0.387 

4.840 

0.176 

285.66 

192.72 

M., & St. Louis. 

2480.66 

0.08112 

0.0035 

0.567 

6.436 

0.244 

190.83 

262.06 

M., St. P. & S. Ste. Marie. 

1832.57 

0.07108 

0.0027 

0.387 

4.233 

0.163 

181.44 

198.14 

Northern Pacific. 

1672.04 

0.08487 

0.0025 

0.441 

5.184 

0.194 

280.83 

219.73 

Ore., Wash. R. R. & Nav. 

2228.40 

0.11132 

0.0033 

0.778 

9.124 

0.341 

402.42 

240.91 

Whole Group. 

2133.15 

0.08638 

0.0028 

0.541 

5.771 

0.225 

263.64 

233.28 


*Total load mileage, as used in column 6, includes the ton miles of revenue freight carried plus the ton miles of the weight of the 
freight and passenger cars themselves. 




27S 






























































1916 


COMPARISON OF PIECE-WORK AND TIME-WORK METHODS OF PAYMENT ON BASIS OF 

LOCOMOTIVE REPAIR COSTS 

(Methods of Payment: Allegheny Group piece-work; Northwestern Group time-work) 

(Figures derived from data in following basic tables) 


1 

RAILROAD 

2 

Cost per 
Locomotive 
per year 

3 

Cost per 
Locomotive 
per mile 

4 

Cost per 
1000 lbs. 
Tractive 
power 
per mile 

5 

Cost per 
ton of 
Freight 
per 1000 
miles 

6 

Cost per 
car per 
1000 miles 
(per 1000 
car miles) 

7 

Cost per 
1000 units 
of total 
load 

mileage* 

8 

Cost per 
1000 
Freight 
Train 
miles 

9 

Cost per 
1000 

Passenger 

Train 

miles 

Alieghany Group 

Baltimore & Ohio. 

$4163.68 

$0.14907 

$0.0038 

$0,598 

$10,005 

$0,315 

$459.00 

$570.88 

Central R. R. of N. J. 

2707.57 

0.09022 

0.0033 

0.535 

8.261 

0.271 

304.67 

300.47 

Pennsylvania. 

3779.00 

0.13284 

0.0034 

0.564 

9.247 

0.295 

458.80 

501.62 

Philadelphia & Reading. 

3397.39 

0.11870 

0.0037 

0.496 

8.968 

0.271 

348.40 

491.92 

West Maryland. 

3332.25 

0.13451 

0.0029 

0.419 

8.196 

0.237 

369.27 

647.74 

Whole Group. 

3759.06 

0.13278 

0.0035 

0.559 

9.355 

0.295 

430.72 

507.23 

§ 

Northwestern Group 









Chicago, Great Western. 

3102.78 

0.10894 

0.0032 

0.542 

7.212 

0.255 

338.63 

291.27 

Chicago, M. & St. Paul. 

3268.49 

0.10557 

0.0035 

0.602 

6.782 

0.258 

286.99 

363.88 

Chicago & Northwestern. 

2748.37 

0.09404 

0.0033 

0.623 

6.752 

0.251 

292.09 

252.64 

Chicago, St. P., M. & 0. 

2508.20 

0.08076 

0.0030 

0.565 

6.614 

0.248 

242.13 

250.54 

Great Northern. .. 

3012.50 

0.11903 

0.0031 

0.492 

6.804 

0.236 

0.267 

348.40 

234.44 

327.52 

290.88 

M. & St. Louis. 

2722.12 

0.09352 

0.0033 

0.585 

7.380 

M., St. P. & S. Ste. Marie. 

2478.42 

0.08221 

0.0029 

0.371 

4.956 

0.175 

202.65 

251.24 

Northern Pacific. 

2162.26 

0.09265 

0.0028 

0.380 

5.015 

0.178 

259.34 

298.53 

Ore., Wash. R. R. & Nav. 

2570.72 

0.10481 

0.0031 

0.649 

8.003 

0.293 

341.44 

302.62 

Whole Group. 

2796.57 

0.09992 

0.0032 

0.525 

6.416 

0.236 

285.61 

300.33 


"Total load mileage, as used in column 6, includes the ton miles of revenue freight carried plus the ton miles of the weight of the 
freight and passenger cars themselves. 



































281 






























1917 


COMPARISON OF PIECE-WORK AND TIME-WORK METHODS OF PAYMENT ON BASIS OF 

LOCOMOTIVE REPAIR COSTS 

(Methods of Payment: Allegheny Group piece-work; Northwestern Group time-work) 

(Figures derived from data in following basic tables) 


1 

RAILROAD 

2 

Cost per 
Locomotive 
per year 

3 

Cost per 
Locomotive 
per mile 

. 4 

Cost per 
1000 lbs. 
Tractive 
power 
per mile 

5 

Cost per 
ton of 
Freight 
per 1000 
miles 

6 

Cost per 
car per 
1000 miles 
(per 1000 
car miles) 

7 

Cost per 
1000 units 
of total 
load 

mileage* 

8 

Cost per 
1000 
Freight 
Train 
miles 

9 

Cost per 
1000 

Passenger 

Train 

miles 

Alleghany Group 

B altimore & Ohio. 

$5351.72 

$0.18265 

$0.0046 

$0,721 

$12,974 

$0,393 

$571.13 

$728.91 

Central R. R. of N. J. 

3397.32 

0.11844 

0.0042 

0.650 

11.250 

0.348 

398.88 

404.95 

Pennsylvania. 

4622.17 

0.16509 

0.0042 

0.686 

12.309 

0.374 

599.87 

602.08 

Philadelphia & Reading. 

4992.91 

0.17232 

0.0052 

0.679 

13.853 

0.391 

528.40 

746.93 

West Maryland. 

5170.88 

0.20662 

0.0047 

0.600 

13.402 

0.359 

565.48 

1155.73 

Whole Group. 

4809.04 

0.16911 

0.0044 

0.690 

12.670 

0.380 

566.86 

648.98 

Northwestern Group 

Chicago, Great Western. 

4286.31 

0.13608 

0.0037 

0.674 

9.199 

0.321 

430.77 

345.75 

Chicago, M. & St. Paul. 

4313.72 

0.14569 

0.0048 

0.792 

9.911 

0.360 

398.44 

459.72 

Chicago & Northwestern. 

3291.67 

0.11546 

0.0039 

0.703 

8.182 

0.307 

347.73 

321.92 

Chicago, St. P., M. & 0. 

2855.87 

0.09836 

0.0036 

0.667 

8.242 

0.301 

295.52 

302.15 

Great Northern. 

3401.99 

0.13142 

0.0035 

0.535 

7.929 

0.266 

384.54 

364.57 

M. & St. Louis. 

1675.40 

0.05911 

0.0020 

0.335 

4.706 

0.162 

148.93 

185.98 

M., St. P. & S. Ste. Marie. 

2746.80 

0.09060 

0.0033 

0.391 

5.562 

0.190 

215.98 

279.67 

Northern Pacific. 

2754.29 

0.11135 

0.0033 

0.425 

6.226 

0.210 

298.53 

381.34 

Ore., Wash. R. R. & Nav. 

3332.35 

0.12491 

0.0037 

0.678 

9.394 

0.326 

505.24 

347.88 

Whole Group. 

3394.24 

0.12172 

0.0038 

0.604 

8.026 

0.284 

343.71 

363.35 


*Total load mileage, as used in column 6, includes the ton miles of revenue freight carried plus the ton miles of the weight of the 
freight and passenger cars themselves. 


282 
































Locomotive Repair Costs Compared 




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Appendix I 

Supplementary Data from Pennsylvania Piece Work Exhibit 




Appendix I 

Supplementary Data from Pennsylvania Piece Work Exhibit 

Analysis of Pennsylvania Railroad Car Shops not charted. The majority of these are small shop points, 
same employing less than 25 men. In many instances the increase in these small forces was so enormous as to be 
practically unchartable using the scale adopted. 


Relation Between Number Employed and Average Piece Work Earnings. Summary Conemaugh Yard, 1918. 


(Payroll Period Ending May 15—100). Pennsylvania Railroad—Lines East. 


Payroll Period Ending— 

* 

Number 

Employed 

Average 

Hourly 

Earnings 

Index of 
Number 
Employed 

Index of 
Average 
Hourly 
Earnings 

May 15. 



.378 • 

100.0 

100.0 

May 31. 



.385 

108.3 

101.8 

June 15. 


12 

.389 

100.0 

102.9 

June 30. 



.414 

83.3 

109.5 

July 15. 


. 9 

.445 

75.0 

117.7 

July 31 . 


. 8 

.504 

66.6 

133.3 

August 15. 


. 11 

.423 

91.6 

111.9 

August 31. 


.... ‘ 19 

.392 

158.3 

103.7 

September 15. 


. 18 

.389 

150.0 

102.9 

September 30. 


. 21 

.386 

175.0 

102.1 

October 15. 


. 21 

.396 

175.0 

104.7 

October 31. 

4 

. 20 

.447 

166.6 

118.2 

November 15. 


. 21 

.416 

175.0 

110.0 


Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Emporia, 1918. 


(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East. 


Payroll Period Ending— 


Number 

Employed 

Average 

Hourly 

Earnings 

Index of 
Number 
Employed 

Index of 
Average 
Hourly 
Earnings 

May 15,. 


. 8 

.436 

100.0 

100.0 

May 31. 


. 9 

.419 

112.5 

96.1 

June 15. 


. 8 

.488 

100.0 

111.9 

June 30. 


. 9 

.456 

112.5 

104.6 

July 15. 


. 9 

.464 

112.5 

106.4 

July 31. 


. 8 

.454 

100.0 

104.1 

August 15. 


. 8 

.467 

100.0 

107.1 

August 31. 


. 11 

.502 

' 137.5 

115.1 

September 15. 


. 12 

.474 

150.0 

108.7 

September 30. 


. 12 

.533 

150.0 

122.2 

October 15. 


. 12 

.474 

\ 

►—* 
cn 
O 

o 

108.7 

October 31. 


. 7 

.525 

87.5 

120.4 

November 15. 


. 7 

.52a 

87.5 * 

119.2 


287 




























Relation Between Number Employed and 

Average Piece Work Earnings. 

Summary 

Freight Carmen, 

Buffalo Ore 


Dock, 1918. 




(Payroll Period Ending May 15—100) 


Pennsylvania Railroad— 

-Lines East. 





Index of 



Average 

Index of 

Average 


' Number 

Hourly 

Number 

Hourly, 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 

. 9 

.500 

100.0 

100.0 

May 31 .• •. 

. 8 

.480 

88.8 

96.0 

June 15 . 

. 8 

.476 

88.8 

95.2 

June 30 . 

. 8 

.524 

88.8 

104.8 

July 15 . 

. 8 

.528 

88.8 

105.6 

July 31 . 

. 8 

.511 

88.8 

102.2 

August 15 . 

. 8 

.542 

88.8 

108.4 

August 31 . 

. 8 

.514 

88.8 

102.8 

September 15 . 

. 8 

.603 

88.8 

120.6 

September 30 ... 

. 11 

.444 

122.2 

88.8 

October 15 . 

. 11 

.458 

122.2 

91.6 

October 31 . 

. 9 

.426 

100.0 

85.2 

November 15 . 

. 10 

.370 

111.1 

74.0 

Relation Between Number Employed and Average Piece Work Earnings. 

Summary Freight Carmen, 

Canandaigua 


Shop, 1918. 


(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East. 



Number 

Average 

Hourly 

Index of 
Number 

Index of 
Average 
Hourly 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 

. 6 

.348 

100.0 

ioo.o 

May 31 . 

. 6 

.375 

100.0 

107.7 

Tune 15 . 

. 6 

.449 

100.0 

129.0 

June 30 . 

. 8 

.289 

133.3 

83.0 

July 15 . 

. 7 

.400 

116.6 

114.9 

July 31 . 

. 7 

.380 

116.6 

109.2 

August 15 .. 


.472 

100.0 

135.6 

August 31 . 

September 15 . 

. 7 

.264 

116.6 

75.8 

September 30 . 


.320 

133.3 

91.9 

October 15 . 

6 

.393 

100.0 

112.9 

October 31 . 


.411 

100.0 

118.1 

November 15 . 


.292 

100.0 

83.9 


Relation Between Number Employed and 

Average Piece Work Earnings. 

Summary 

Freight Carmen, 

Honey Pot 


Shop, 1918. 




(Payroll Period Ending May 15—100) 


Pennsylvania Railroad— 

-Lines East. 





Index of 



Average 

Index of 

Average 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

May 15 .. 

.. 14 

.557 

100.0 

100.0 

May 31 . 

. 12 

.582 

85.7 

104.5 

June 15 . .. 


.619 

114.3 

111.1 

June 30 . 

. 14 

.602 

100.0 

108.1 

Tuly 15 . 

. 15 

.583 

107.1 

104.6 

July 31. 

. 11 

.605 

78.6 

108.6 

August 15 . 

. 15 

.594 

107.1 

106.6 

August 31 . 

. 14 

.627 

100.0 

112.5 

September 15 .. 


.802 

100.0 

144.0 

September 30 *... 

. 12 

.746 

85.7 ‘ 

133.9 

October 15 .. 

. 15 

.734 

107.1 

131.8 

October 31 .. 

. 14 

.732 

100.0 

131.4 

November 15 . 

. 16 

.762 

114.3 

136.8 


288 









































V, , 

Relation Between Number Employed and Average Piece Work Earnings. Summary Lewistown Junction Shop, 1918. 


(Payroll Period Ending May 15—100) 


Pennsyl 

vania Railroad- 

-Lines East, 



Average 

Index of 

Index of 
Average 

Payroll Period Ending— 

Number 

Hourly 

Number 

Hourly 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 


.445 

100.0 

100.0 

May 31 . 


741 

100.0 

166.5 

June 15 . 


.416 

75.0 

93.5 

June 30 ... 


.473 

100.0 

106.3 

July 15 . 


.553 

100.0 

124.2 

July 31 . 


.466 

75.0 

104.7 

August 15 . 


.282 

650.0 

63.4 

August 31 .. 


.171 

625.0 

38.4 

September 15 .. 


.216 

600.0 

48.5 

September 30. 


.230 

625.0 

51.7 

October 15 .. 


.216 

700.0 

48.5 

October 31 . 


.182 

500.0 

40.9 

November 15 . 

. 20 

.191 

500.0 

42.9 


Relation Between Niunber Employed and 

Average Piece Work Earnings. 

Summary 

Freight Carmen, 

Lockhaven 


Shop, 1918. 




(Payroll Period Ending May 15—100) 


Pennsylvania Railroad— 

■Lines East. 


\ 



Index of 



Average 

Index of 

Average 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 


.445 

100.0 

100.0 

May 31 . 

. 8 

.481 

100.0 

108.0 

June 15 . 

. 9 

.492 

112.5 

110.5 

June 30 . 

. 13 

.548 

162.5 

123.1 

July 15 . 

. 11 

.522 

137.5 

117.3 

July 31 . 

. 11 

.516 

137.5 

115.9 

August 15 . 


.488 

162.5 

109.6 

August 31 . 

. 14 

' .568 

175.0 

127.6 

September 15 . 

. 13 

.545 

162.5 

122.5 

September 30 . 

. 13 

.492 

162.5 

110.5 

October 15 . 

. 14 

.501 

175.0 

112.6 

October 31 . 

. 14 

.537 

175.0 

120.7 

November 15 . 

. 14 

.513 

175.0 

115.3 


Relation Between Number Employed and Average Piece W 7 ork Earnings. Summary Freight Carmen, Cape Charles, 


1918, 

(Payroll Period Ending May 15—100) 


Payroll Period Ending— 

May 15 . 

May 31 . 

June 15 . 

June 30 . 

July 15 . 

July 31 . 

August 15 . 

August 31 . 

September 15 . 

September 30 . 

October 15 . 

October 31 . 

November 15 . 


Pennsylvania Railroad—Lines East. 


Number 

Average 

Hourly 

Index of 
Number 

Index of 
Average 
Hourly 

Employed 

Earnings 

Employed 

Earnings 

12 

.391 

100.0 

100.0 

12 

.387 • 

100.0 

99.0 

12 

.356 

100.0 

91.0 

11 

.416 

91.6 

106.4 

11 

.349 

91.6 

89.2 

11 

.454 

91.6 

116.1 

10 

.468 

83.3 

119.7 

9 

.496 

75.0 

126.8 

19 

.299 

158.3 

76.5 

19 

.252 

158.3 

64.4 

19 

.213 

158.3 

54.7 

19 

.237 

158.3 

60.6 


289 


Piece Work 10 









































Relation Between Number Employed and Average Piece Work Earnings. Summary Freight Carmen, Pavonia, 1918. 

(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines-East. 

Index of 





Average 

Index of 

Average 



Number 

Hourly 

Number 

Hourly 

Payroll Period Ending— 


Employed 

Earnings 

Employed 

Earnings 

May 15 . 


26 

.471 

100.0 

100.0 

May 31 . 


28 

.499 

107.7 

105.9 

June 15 . 


23 

.539 

88.4 

114.4 

June 30 . 


23 

.591 

88.4 

125.5 

July 15 . 


23 

.515 

88.4 s 

109.3 

July 31 ... 


21 

.449 

80.7 

95.3 

August 15 . 


23 

.517 

88.4 

109.7 

August 31 . 


24 

.437 

92.3 

92.8 

September 15 . 


22 

.447 

84.6 

94.9 

September 30 . . 


23 

.477 

88.4 

101.3 

October 15 . 


22 

.391 

84.6 

83.0 

October 31 ... . . 


2? 

.425 

84.6 

90.2 

November 15 . 


26 

.403 

100.0 

85.5 


Relation Between Number Employed and Average Piece Work Earnings. Summary Kiski Junction, 1918. 

(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East. 




Average 

Index of 

Index of 
Average 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 

. 6 

.507 

100.0 

100.0 

May 31 . 


.604 

83.3 

119.1 

June 15 . 

. 6 

.565 

100.0 

111.4 

June 30 . 

. 5 

.526 

83.3 

103.7 

July 15. 

. 5 

.581 

83.3 

114.6 

Tuly 31 . 

. 5 

565 

83.3 

111.4 

August 15 ... 

. 5 

.453 

83.3 

89.3 

August 31 . 

. 4 

.343 

66.6 

67.6 

September 15 . 

. 4 

.391 

66.6 

77.1 

September 30 ... 


.426 

83.3 

84.0 

October 15 . 

. 5 

.289 

83.3 

57.0 

October 31 . 

. 4 

.459 

66.6 

90.5 

November 15 . 

. 7 

.670 

116.6 

132.1 


Relation Between Number Employed and Average Piece Work Earnings. Summary Forty-third Street Shop, 1918. 

(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East. 

Index of 




Average 

Index of 

Average 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending— 

Emoloyed 

Earnings 

Employed 

Earnings 

May 15 . 

. 19 

.531 

100.0 

100.0 

May 31 . 

. 19 s 

.562 

100.0 

105.8 

June 15 .. 


.538 

100.0 

101.3 

June 30 . 

. 20 

.564 

105.2 

106.2 

July 15 . 

. 17 

.584 

89.5 

110.0 

July 31 . 

. 18 

.570 

94.7 

107.3 

August 15 .. 

. 17 

.534 

89.5 

100.5 

August 31 . 

. 18 

.507 

94.7 

95.5 

September 15 . 

. 18 

.558 

94.7 

105.1 

September 30 . 

. 21 

.507 

110.5 

95.5 

October 15 . 

.. 22 

.482 

115.8 

90.7 

October 31 . 

. 21 

.529 

110.5 

99.6 

November 15 . 

\ 

.543 

105.2 

102.2 


290 










































I 


Relation Between Number Employed and Average Piece Work Earnings. Summary Thompson, 1918. 

(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East. 

Index of 


Payroll Period Ending— 

Number 

Average 

Hourly 

Index of 
Number 

Average 

Hourly 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 


.547 

100.0 

100.0 

May 31 ... 


.544 

100.0 

99.4 

June 15 ., .. 


.460 

118.2 

84.1 

June 30 . 


.514 

100.0 

93.9 

July 15 . 


.551 

90.9 

100.7 

July 31 .. 


.525 

90.9 

96.0 

August 15 . 


.499 

90.9 

91.2 

August 31 . 


.512 

100.0 

93.6 

September 15 . 


.518 

90.9 

94.7 

September 30 . 


.492 

100.0 

89.9 

October 15 . 


.505 

109.1 

92.3 

October 31 . .. 


.433 

109.1 

79.1 

November 15 . 


.450, 

100.0 

82.2 


Relation Between Number Employed and Average Piece Work Earnings. Summary W. Brownsville Junction, 1918. 

(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East. 

Index of 




Average 

Index of 

Average 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 


.500 

100.0 

100.0 

May 31 . 

. 19 

.518 

100.0 

103.6 

June 15 . 

. 19 

.491 

100.0 

98.2 

June 30 . 

. 18 

.554 

94.7 

110.8 

July 15 . 

. 18 

.576 

94.7 

115.2 

July 31 . 

. 18 

.543 

94.7 

108.6 

August 15 . 

. 20 

.560 

105.2 

112.0 

Augi\£t 31 . 

.. 20 

.503 

105.2 

100.6 

September 15 . 

. 19 

.571 

100.0 

114.2 

September 30 . 

. 22 

.534 

115.8 

106.8 

October 15 . 

. 22 

.506 

115.8 

101.2 

October 31 . 

. 22 

.538 

115.8 

107.6 

November 15 . 

. 21 

.583 

110.5 

116.6 


Relation Between Number Employed and Average Piece Work Earnings. 

(Payroll Period Ending May 15—100) 


Summary Derry Yard, 1918. 

Pennsylvania Railroad—Lines East. 



Number 

Average 

Hourly 

Index of 
Number 

Index of 
Average 
Hourly 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

May 15 ... 


.498 

100.0 

100.0 

May 31 .• •. 


.535 

112.5 

107.4 

June 15 . 

. 15 

.486 

93.7 

97.6 

June 30 . 

. 15 

.533 

93.7 

107.0 

July 15 . 

. 14 

.586 

87.5 

117.7 

July 31 . 

. 12 

.549 

75.0 

110.2 

August 15 . 

. 16 

.458 

100.0 

91.9 

August 31 .• •. 


.457 

87.5 

91.7 

September 15 . 

. 15 

.446 

93.7 

89.5 

September 30 . 

. 17 

.374 

106.2 

75.1 

October 15 . 

. 16 

.349 

100.0 

70.1 

October 31 .... 

. 19 

.346 

118.7 

69.5 

November 15 . 

. 19 

.3&3 

118.7 

76.9 


21)1 









































Relation Between Number Employed and Average Piece Work Earnings. Summary Huntingdon Freight Carmen, 

1918. 


(Payroll Period Ending May 15—100) 


Pennsylvania Railroad—Lines East. 



Number 

Average 

Hourly 

Index of 
Number 

Index of 
Average 
Hourly 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 

. 29 

.404 

100.0 

100.0 

May 31 . 

. 29 

.402 

♦ 100.0 

99.5 

June 15 .. 


.412 

100.0 

102.0 

June 30 . 

. 29 

.435 

100.0 

107.7 

July 15 . 

. 28 

.453 

96.5 

112.1 

July 31 .. 

. 27 

.464 

93.1 

114.9 

August 15 .. 


.348 

93.1 

86.1 

August 31 . 

. 28 

.316 

96.5 

78.2 

September 15 . 

. 30 

.328 

103.4 

81.2 

September 30 ... 

. 55 

.325 

189.6 

80.4 

October 15 . 

. 56 

.354 

193.1 

87.6 

October 31 . 

. 40 

.293 

137.9 

72.5 

November 15 . 

. 49 

.304 

168.9 

75.2 


Relation Between Number Employed and Average Piece Work Earnings. Summary Tyrone Shop, 1918. 

(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East. 

Index of 




Average 

Index of 

Average 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 

. 23 

.512 

100.0 

100.0 

May 31 . 

.. 21 

.518 

91.3 

101.1 

June 15 . 

.. 24 

.555 

104.3 

108.4 

June 30 . 

.. 23 

.578 

100.0 

112.9 

July 15 . 

. 24 

.547 

104.3 

106.8 

July 31 . 

. 23 

.578 

100.0 

112.9 

August 15 . 

. 24 

.579 

104.3 

113.1 

August 31 . 

. * 27 

.354 

117.4 

69.1 

September 15 . 

. 26 

.280 

113.0 

54.7 

September 30 . 


.359 

108.7 

70.1 

October 15 . 

. 24 

.351 

104.3 

68.5 

October 31 ... 

. 24 • 

.308 

104.3 

60.1 

November 15 . 

. 39 

.269 

178.2 

52.5 


Relation Between Number Employed and Average Piece Work Earnings. Summary Cresson Shop, 1918. 

(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East. 

Index of 




Average 

Index of 

Average 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 

.. 28 

.515 

100.0 

100.0 

May 31 . 

. 30 

.493 

107.1 

95.7 

June 15 . 

. 19 

.331 

67.8 

64.2 

June 30 . 

. 7 

.303 

25.0 

58.8 

July 15 . 

. 23 

.436 

82.2 

84.6 

July 31 .. 

. 23 

.311 

82.2 

60.4 

August 15 . 

. 25 

.245 

89.3 

47.6 

August 31 . 

. 24 

.227 

85.7 

44.0 

September 15 . 

. 24 

.360 

85.7 

69.9 

September 30 . 


.270 

85.7 

52.4 

October 15 . 

... 24 

.308 

85.7 

59.8 

October 31 . 

. 24 

.175 

85.7 

33.9 

November 15 . 

. 24 

.272 

85.7 

52.8 


292 









































Relation Between Number Employed and Average Piece Work Earnings. Summary Mount Carbon Freight Carmen, 

1918. 


(Payroll Period Ending May IS—100) 


Payroll Period Ending— 

May 15 . 

May 31 . 

June 15 . 

June 30 . 

July 15 .. 

July 31 . 

August 15 . 

August 31 . 

September 15 . 

September 30 . 

October 15 . 

October 31 . 

November 15 . 


Pennsylvania Railroad—Lines East. 

Index of 


(Payroll Period Ending May 15—100) 


Payroll Period Ending— 

May 15 . 

May 31 .. .•. 

June 15 . 

June 30 . 

July 15 . 

July 31 . 

August 15 . 

August 31 . 

September 15 . 

September 30 . 

October 15 . 

October 31 . 

November 15. 


(Payroll Period Ending May 15—100) 


Payroll Period Ending— 

May 15 . 

May 31 . 

June 15 . 

June 30 . 

July 15 . 

July 31 . 

August 15 . 

August 31 . 

September 15 . 

September 30 . 

October 15 . 

October 31 . 

November 15 . 



Average 

Index of 

Average 

Number 

Hourly 

Number 

Hourly 

Emploved 

Earnings 

Employed 

Earnings 

31 

.509 

100.0 

100.0 

30 

.476 

96.8 

93.5 

30 

.462 

96.8 

90.8 

32 

.507 

103.2 

99.6 

29 

.467 

93.5 

91.7 

31 

.444 

100.0 

87.2 

34 

.299 

109.7 

58.7 

35 

.313 

112.9 

61.5 

36 

.278 

116.1 

54.6 

33 

.254 

106.5 

50.0 

85 

.243 

274.2 

47.7 

89 

.268 

287.1 

52.6 

89 

.245 

287.1 

48.1 

Work Earnings. 

Summary' 

Youngwood Yard, 

1918. 


Pennsylvania Railroad—Lines East. 

Index of 


Average 

Index of 

Average 

Number 

Hourly 

Number 

Hourly 

Employed 

Earnings 

Employed 

Earnings 

32 

.444 

100.0 

100.0 

32 

.451 

100.0 

101.6 

33 

.451 

103.1 

101.6 

V 

.491 

84.4 

110.6 

24 

.500 

75.0 

112.6 

25 

.560 

78.1 

126.1 

25 

.549 

78.1 

123.6 

24 

.444 

75.0 

100.0 

30 

.477 

93.7 

107.4 

34 

.457 

106.2 

102.9 

34 

.420 

106.2 

94.6 

33 

.404 

103.1 

91.0 

27 

.383 

84.4 

86.2 

Vork Earnings. 

Summary West Morrisville, 

1918. 


Pennsylvania Railroad—Lines East. 

Index of 


Average 

Index of 

Average 

Number 

Hourly 

Number 

Hourly 

Employed 

Earnings 

Employed 

Earnings 

55 

.486 

100.0 

100.0 

56 

.442 

101.8 

90.9 

63 

.416 

114.5 

85.6 

57 

.494 

103.6 

101.6 

62 

.444 

112.7 

90.5 

65 

.428 

118.2 

88.0 

54 

.271 

98.2 

55.7 

43 

.211 

78.2 

43.4 

84 

.291 

152.4 

59.9 

180 

.240 

327.3 

49.4 

161 

.237 

292.7 

48.7 

151 

.230 

274.0 

47.3 

143 

.269 

260.0 

55.3 


293 









































Relation Between Number Employed and Average Piece Work Earnings. Summary Williamsport Shop, 1918 

(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East. 


Payroll Period Ending— 

May 15 . 

May 31 . 

June 15 . 

June 30 . 

July 15 . 

July 31 .. 

August 15 . 

August 31 . 

September 15 .. 

September 30 . 

October 15 . 

October 31 . 

November 15. 


Relation Between Number Employed and Average 

(Payroll Period Ending May 15—100) 


Payroll Period Ending— 

May 15 . 

May 31 . 

June 15 . 

June 30 . 

July 15 . 

July 31 . 

August 15 . 

August 31 . 

September 15 . 

September 30 . 

October 15 . 

October 31 . 

November 15 . 



Average 

Index of 

Index of 
Average 

Number 

Hourly 

Number 

Hourly 

Employed 

Earnings 

Employed 

Earnings 

12 

.342 

100.0 

100.0 

13 

.373 

108.3 

109.0 

12 

.386 

100.0 

112.8 

19 

.304 

158.3 

88.8 

16 

.397 

133.3 

116.1 

23 

.441 

191.6 

128.9 

45 

.257 

375.0 

75.1 

53 

.195 

441.6 

57.0 

57 

.187 

475.0 

54.7 

46 

.245 

383.3 

71.6 

48 

.274 

400.0 

80.1 

40 

.261 

333.3 

76.3 

46 

.284 

383.3 

83.0 


Piece Work Earnings. Summary Ebenezer, 1918. 

Pennsylvania Railroad—Lines East. 

Index of 



Average 

Index of 

Average 

Number 

Hourly 

Number 

Hourly 

Employed 

Earnings 

Employed 

Earnings 

42 

.517 

100.0 

100.0 

43 

.534 

102.4 

103.3 

44 

.522 

104.7 

100.9 

44 

.522 

104.7 

100.9 

43 

.509 

102.4 

98.4 

42 

.497 

100.0 

96.1 

46 

.458 

109.5 

88.6 

49 

.384 

116.6 

.74.3 

55 

.264 

130.9 

51.0 

86 

.222 

204.7 

42.9 

100 

.201 

238.1 

38.9 

76 

.229 

180.9 

44.3 

71 

.233 

169.0 

45.0 


Relation Between Number Employed and Average Piece Work Earnings. Summary Mifflin Freight Carmen, 1918. 

(Payroll Period Ending May 15—100) Pennsylvania Railroad—Lines East. 

Index of 




Average 

Index of 

Average 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

Mav 15 . 

. 15 

.465 

100.0 

100.0 

May 31 . 

. 15 

.464 

100.0 

99.8 

June 15 . 

. 15 

.546 

100.0 

. 117.5 

June 30 .'. 

. 16 

.472 

106.6 

101.5 

July 15 . 

. 14 

.508 

93.3 

109.2 

July 31 . 

. 13 

.493 

86.6 

106.0 

August 15 . 

. 28 

.365 

186.6 

78.5 

August 31 . 

. 16 

.350 

106.6 

75.3 

September* 15 . 

.. 15 

.354 

100.0 

76.1 

September 30 ... 

. 17 

.318 

113.3 

68.4 

October 15 . 

. 18 

.370 

120.0 

79.6 

October 31 . 

. 16 

.406 

106,6 

87.3 

November 15 . 

. 41 

.365 

273.3 

78.5 


294 









































Relation Between Number Employed and Average Piece Work Earnings. Summary Benning, 1918. 

(Payroll Period Ending May 15—100) Pennsylvania Railroad —Lines East. 

Index of 


Payroll Period Ending— 

May 15 . 


Number 

Employed 

Average 

Hourly 

Earnings 

.446 

Index of 
Number 
Employed 
100.0 

Average 

Hourly 

Earnings 

100.0 

May 31 . 



.425 

100.0 

95.3 

June 15 . 



.471 

100.0 

105.6 

June 30 ... 



.420 

93.7 

94.2 

July 15 . 

* 


.465 

100.0 

104.2 

July 31 . 



.459 

93.7 

102.9 

August 15 . 



.297 

200.0 

66.6 

August 31 . 



.292 

206.1 

65.5 

September 15 . 



.256 

256.2 

57.4 

September 30 . 



.259 

250.0 

58.1 

October 15 .. 



.233 

268.7 

52.2 

October 31 . 



.311 

281.2 

69.7 

November 15 . 



.282 

256.2 

63.2 


Relation Between Number Employed and Average Piece Work Earnings. Summary Wilmington, 1918. 


(Payroll Period Ending May 15—100) 


Pennsylvania Railroad— 

-Lines East. 





Index of 



Average 

Index of 

Average 


Number 

Hourly 

Number 

Hourly 

Payroll Period Ending— 

Employed 

Earnings 

Employed 

Earnings 

May 15 . 

. 31 

.619 

100.0 

100.0 

May 31 .!. 

. 29 

.718 

93.5 

116.0 

June 15 . 

. 25 

.808 

80.6 

130.5 

June 30 .. 

. 23 

.863 

74.2 

139.4 

July IS . 

. 74 

.446 

238.7 

72.0 

July 31 . 

73 

.468 

235.5 

75.6 

August 15 . 

. 66 

.345 

212.9 

55.7 

August 31 .!. 

. 70 

.389 

225.8 

62.8 

September 15 . 

. 71 

.387 

229.0 

62.5 

September 30 . 

. 71 

.439 

229.0 

70.9 

October 15 . 

. 187 

.223 

603.2 

36.0 

October 31 ... 

. 203 

.214 

654.8 • 

34.5 

November 15 . 

. 191 

.285 

616.1 

46.0 


295 


































Appendix II 


Pennsylvania Railroad Company 

Lines East of Pittsburg 


Piece Work Schedule of Prices For 
Repairs to Freight Equipment Cars 


J. T. WALLIS 

General Supt., Motive Power 

Altoona, Pa., September 15th, 1917 


297 










INDEX 


B 

Page Sec. 

Bands, iron parts. 1 i 

Baskets, box or tank for ice-refrigerator, wood parts. .. 1, 2 2 


Bearers, wood. 3 4 

Belt rail or belt rail plank, wood parts. 4 5 

Blocks, miscellaneous, wood parts. 4 , 5 6 

Boards, wood parts. 5 , 6 7 

Body and parts destroying or dismantling. 7 8 

Bolster body, wood parts. 8 9 

Bolster body, iron parts. 8 , 9 10 

Bolts.9, 10 11 

Box, equipment—cabin, tool and derrick cars, wood 

parts... 10,11 12 

Box, equipment—cabin, tool and derrick cars, iron parts ..11 13 

Box, hay—stock car, wood parts. 11 14 

Braces, wood parts. 12 15 

Brackets, iron parts. 12 16 

Brakes, air cleaning, lubricating and testing.12, 13 17 

Brakes, air and pipe.14, 15 18 

Brake rigging, body of car, iron parts.15, 16, 17 19 

C 

Ceiling, wood parts. 17 20 

Chute—hopper cars, wood parts. 18 21 

Chute—hopper cars, iron parts.18, 19 22 

Cleaning or preparing cars for paint. 19 23 

Coupler release rigging, iron parts. 20 24 

Cutting off and forming metal parts.20, 21 25 

D 

Deck rails—to car. 21 26 

Dome—cabin and tank cars, wood parts. 22 27 

Doors—box and stock cars, wood parts.22, 23, 24 28 

Doors—box and stock cars, iron parts.24, 25, 26 29 

Doors—refrigerator and produce cars, wood parts. 26 30 

Doors—refrigerator and produce cars, iron parts. 27 31 

Doors, cabin, tool, pickup and poling cars, wood 

parts.27,28,29 32 

Doors—cabin, tool, pickup and poling cars, iron parts.. 29, 30 33 

Doors, bottom and side, drop, wood parts. 30 34 

Doors, bottom and side, drop, iron parts.30, 31 35 

Doors, ironing at car.31,32 36 

Doors, drop bottom, operating rigging.32, 33 37 

Draft rigging, wood parts.33,34 38 

Drafts and couplers, iron parts.34, 35, 36 39 

F 

Flooring, wood parts. 36 40 

Framing, miscellaneous details.37, 38 41 

G 

Gates, wood parts.38,39 42 

Gates, iron parts. 39 43 

H 

Hand holds or grab irons, iron parts. 40 44 

Holes, drilled, cut or punched, iron parts. 40 45 

\ 

I 

Inside fixtures—cabin, tool, pickup or poling cars, wood 

parts. t .40,41,42,43 46 

Inside fixtures, cabin, tool, pickup or poling cars, iron 

parts and trimmings.43, 44, 45 47 

Insulations, upholstering and canvas. 45 48 

L 

Ladders, wood parts. 46 49 

Ladders, iron parts. 46 50 


Page Sec. 

Laying off wood or iron parts.46, 47 51 

Lining, wood parts. 47 52 

Loads adjusted or moved to make repairs.47, 48, 49 53 

Loads, preparing for, or repairs to, wood parts.49, 50 54 

Loads, preparing for, or repairs to, iron parts. 51 55 

M 

Miscellaneous, iron parts.51, 52 56 

Miscellaneous work. 53 57 

Moulding, wood parts. 53 58 

P 

Planks, end, side and truss, wood parts. 53, 54 59 

Planks, end, side and truss, iron parts. 54 60 

Plates, top end and side, wood parts. 55 61 

Platform, end—tb. wood parts.'. 55 62 

Platform, end—cabin and tool cars, iron parts. 56 63 

Platform—tank cars, wood parts. 56 64 

Platform—tank cars, iron parts. 57 65 

Platform and push pole—poling car, wood parts.57, 58^ 66 

Platform and push pole—poling car, iron parts. 58 67 

Pockets and staples, iron parts. 59 68 

Post, corner, door, end or side, wood parts.59, 60 69 

R 

Rack, coke section and iron parts.60, 61 70 

Rack, hay—stock cars, wood parts. 61 71 

Rack, hay—stock cars, iron parts.61, 62 72 

Rack, meat—refrigerator cars, wood parts. 62 73 

Raise body, superstructure, roof, top plates and tank 

cistern. 62, 63 74 

Rivets. 64 75 

Rods, tie, truss and saddles. 65 76 

Roof, wood parts. 66 77 

Roof, iron parts. 67 78 

S 

Siding and boards above or below doorway.67, 68 79 

Sills, fillers, furrings, strengthening pieces and end sill 

plank.68,69,70 80 

Slats, wood parts.70, 71 81 

Stakes, wood parts. 71 82 

Stakes, steel.71,72 83 

Splices, wood parts.72, 73 84 

Steps, wood parts. 73 85 

Steps, iron parts. 74 86 

Straightening and squaring, iron or wood parts.74, 75 87 

Strips, miscellaneous. 76 88 


T 

Trucks, wood parts. 77 89 

Trucks, iron parts.78,79,80,81 90 

Trucks, ironing wood parts .82 91 

Trucks, miscellaneous work.82, 83 92 


V 


Valves and caps—tank cars. 84 93 

Ventilators, produce and box cars, wood parts. 84 94 

Ventilator, outside deck—tb. 85 95 


W 

Well hole—plate glass car, wood parts. 85 96 

Well hole—plate glass car, iron parts. 85 97 

Window frame, sash and screens, wood parts. 86 98 

Wood and iron parts—Log car fixtures. 87 99 


299 


































































































GENERAL INSTRUCTIONS GOVERNING PIECE WORK FOR REPAIRS TO FREIGHT CARS 

1. This schedule of prices, under the various columns, covers the items of work mentioned and includes the parts or work shown 
under the heading “Explanation and Work Included’' and, in addition, includes all material for securing parts in place, such as: Nails, 
brads, tacks, screws, nuts, washers, ferrules, nut locks, lock nuts, split keys, cotters, rings, riveting bolts over nuts, leading, wood or metal 
preservative, filler material for steel joints, boring holes for screws and lags, and the dressing of material when necessary. 

Foreign cars shall be treated and prices, allowed the same as for system cars corresponding nearest in design and dimension. 

2. These prices include the following: Removal of all irons from defective wood or iron parts removed. 

Removal from car of defective parts as well as parts made obsolete by new application or betterments. 

Drawing of all material from supply points and returning to supply points all material not used. 

Handling of all tools, blocks or any other mechanical device necessary to make repairs and the drawing of all tools and returning same 
to tool room. 

3. The letters A, B, C, D and M, heading the column, signify the prices for different operations as follows: 

A signifies Renew or First Application. 

B signifies Remove and Replace. 

C signifies Partly Remove and Replace. 

D signifies Frame by Hand. 

M signifies Construct or Assemble. 

4. The “Explanation and Work Included” applies to each of the Columns “A,” “B” and “C” except where special reference 
mark (*) is used, in which case the explanation following the reference mark (*) applies only to the operation in price column containing the 
r eference mark (*). 

5. The “Explanation and Work Included” applies to either Columns “D” or “M” when no prices are shown under Columns “A,” 
“B” or “C.” Where prices are shown under Columns “A,” “B” or “C,” the “Explanation and Work Included” applying to Columns “D” 
or “M” is indicated by special reference mark (*). 

6. Prices shown under Column “D” cover framing by hand and include all laying off, boring all holes, making all mortises, tenons, 
gains or daps, sinking washers, rabbeting or tapering and the application of tie bolts where specified. 

7. Prices shown under Column “M” include all bolts, rods, nuts, washers, nails, screws and irons necessary to assemble the parts, 
but does not include the framing of parts except when specially mentioned. 

8. Application of vertical siding, flooring and roofing crosswise of car; false flooring between sills; short flooring on top of sills and 
false ceiling between carlins is paid for by the lineal foot measured across the board. Application of lining, longitudinal flooring, longitudinal 
roofing and longitudinal ceiling is paid for by the square foot. Application of Fascia board, running board, nailing sill, moulding and stripping 
is pai d for by the running foot. 

9. Operations of a miscellaneous character are shown in price column without a designating letter at head of column. 

10. Parts removed, repaired and replaced shall be given prices shown under Column “A;” except when a separate repair price is 
paid, for the item requiring repairs, to the party removing and replacing same, in which case the price under Column “B” applies. 

11. Parts found entirely out of place and requiring replacing shall be given price shown under Column “B.” 

12. Parts found partly out of place and requiring replacing shall be given price shown under Column “C.” 

13. Prices covering framing by hand will not be paid for parts already framed in mill, but all framing omitted in mill will be paid for 
in detail. Cleaning out mortises, daps, gains, boring holes for screws or lags, or fitting for iron parts and castings is included in the renewal 
and the remove and replace prices. As far as possible all framing, boring, drilling or punching must be done by machinery. 

14. For such items as are removed and not replaced or renewed with other parts, one-half (3^) the remove and replace price shall 
be paid. 

15. For the removal of material from cars to be destroyed to repair another, one-half i}/i) the renewal price shall be paid. 

16. When material is delivered to car by other than car repairmen, the “Remove and Replace” price shall be paid in lieu of the 
“Renewal” price. 

17. The M. P. 124 repair card must be prepared in the following manner: 

LABOR SIDE OF CARD 

Under Column “A”—All items renewed, first application, and remove, repair and replace. 

Under Column “B”—All items removed and replaced and items out of place on car, which are replaced. 

Under Column “C”—All items partly removed and replaced and items partly out of place which are replaced. 

Under Column “Misc.”—All other items of work. 

Under Column “Why Made”—Reasons for all defects repaired. 

Under Column “Items of Repairs”—All items of repairs. 

Under Column “Dollars, Cents, Mills”—The total amount of money for each item of repairs. 

300 


GENERAL INSTRUCTIONS GOVERNING PIECE WORK FOR REPAIRS TO FREIGHT CARS 

MATERIAL SIDE OF CARD 


Material used on foreign cars and on pool cars on authority of defect cards must be itemized. 

GENERAL 

The other information required by the card must be filled in. 

18. The Piece Work Inspector must write all items of repairs and insert the prices on repair cards. In case of error, a line must be 
drawn through the item as no erasure will be allowed. The Piece Work Inspector who writes the M. P. 124 must sign on next line below 
last item of repairs. If additional items of repairs are necessary, they must as far as possible be authorized by the same inspector, who must 
again sign on the next line below the last items of the additional repairs. 

The material side of the card covering the material used on foreign cars, and on pool cars on authority of defect cards, must be signed 
by the party recording the material on the next line below last item of material. After repairs have been completed, the Piece Work 
Inspector must check the work done and the material used with the M. P. 124 card ,to see that the work has been properly performed and 
that the material charged is correct with that used on the car. He must again sign the work side of the card and the material side of the 
card at the bottom after the check has been made. 

A separate M. P. 124 must be made for work done to pool cars on authority of a defect card. 

19. Repairs of any character will not be allowed without authority of the Foreman or Piece Work Inspector. 

20. Repairmen are required to call attention to any defective part, that does not appear on the repair card, and which is found by 
them while cars are under repairs. 

21. Foremen must frequently examine M. P. 124 cards and cars, before and after cars are repaired. He must also examine his 

Assistants and Piece Work Inspector to insure that they have a thorough knowledge of this schedule as well as the M. C. B. Rules of 
Interchange and that all are working In a uniform manner. In all cases where the Foreman checks M. P. 124 cards with the work done on the 
cars he must sign the M. P. 124 card “Checked by.Foreman.” 

22. Special checks of the M. P. 124 cards and practices will be made from time to time by persons appointed by the proper author¬ 
ities. 

23. In case any of the Piece Work Prices or wording of this schedule are not clearly understood by the Piece Work Inspector or the 
Car Repairman, they must appeal to the shop Foreman for his decision in the matter. If, after due consideration, he is unable to satisfy 
himself as to the intent and meaning of the point in question, he must state the case in writing to the General Foreman or Master Mechanic* 
as the case may be, for submission to the Supt. Motive Power for final adjustment. 

24. All shops or repair tracks, working under this schedule of prices, must have at least one copy, in chart form, posted for the 
benefit of employes, and a sufficient number in book form to properly conduct the business of such points. 





301 



SUPPLEMENT C-1 
INTERPRETATIONS 


Sec. 

Item QUESTIONS 

ANSWERS 

7 

7 

Does the item “Fascia, nailed, per lineal foot/' apply to 
cars with Murphy roofs, where the bolts, securing roof sheet 
clamps, pass through fascia? 

Yes. Partly R. & R. Murphy sheet is paid for in 
addition which includes the clamps, bolts and nails. 

7 

8 

Does the item “Fascia, bolted or lagged, per lineal foot,” 
apply to fascia board with tie plates? 

No. This fascia is paid for under Section 7, Item 7. 
Tie plates on fascia boards are paid for in addition. See 
Section 56, Item 20. 

7 

24 

What price will be paid for replacing running board and 
saddles when shifted out of place? 

Pay .022 per lineal foot for full width running board 
and saddles. 

7 

25 & 26 

Does the price shown in Column “D,” include the hand 
holds? 

Yes. 

10 

12 

What price will be paid for the ferrules between the top 
and bottom member plates of wrought iron body bolster? 

The price for renewing or removing and replacing a 
wrought iron bolster or a member plate includes the 
ferrules. See general instruction No. 1. 

12 

16 

Is the price shown in Column “A” for small equipment 
intended to cover the making of equipment box at the car? 

No. This price is to be paid only for the renewal of 
equipment box that has been made in the mill. When 
equipment box is made at the car it will be paid for in 
detail instead of the price of $1,386 shown in 
Column “A.” 

15 

8 

Will the price .070 in “C” Column be paid for braces 
partly removed and replaced in connection with renewal of 
end post sill or end sill under siding? 

No price will be paid for partly removing and replac¬ 
ing brace in connection with end post sill or end sill 
under siding. This price is to be paid only for replacing 
brace when found out of place and required replacing 
by itself. 

17 

8 

Does the price for cleaning and lubricating cylinder in¬ 
clude the removing and replacing of packing leather and 
piston follower? 

No. The packing leather and piston follower should 
be paid for extra. , 

17 

16 & 17 

Does the price for testing brakes before and after repairs, 
include disconnecting and connecting the retaining pipe or 
the removing and replacing of the triple valve plug for the 
application of test gauge? 

No. The disconnecting and connecting of retaining 
pipe and the removing and replacing of triple valve 
plug will be paid for extra. 

18 

19 

In case no test is made before tearing down air brake 
parts and a defective part is found during the test after 
parts have been replaced, will it be permissible to pay for 
the renewal of such a defective part, as well as the remove 
and replace price? 

Only the renewal price will be paid for parts found 
defective. The air brake should be tested before 
tearing down parts, which will develop defective parts. 

18 

31 

Does the price for pipe hangers include the pipe clip? 

No. The clip will be paid for extra. 

21 

1 

W"hen center sill cover on Gg cars are made of old sills 
and covered with short floor instead of the standard cover¬ 
ing, will the price for center sill cover, complete, be paid? 

When center sill cover on “Gg” cars required renewal, 
the standard plank covering should be applied. 

23 

4 

Will the price for cleaning nails from inside of box car 
apply for the cleaning of nails from the inside of a car for 
powder shipments? 

Yes, the cleaning of nails from the inside of a car 
applies to any box car irrespective of lading for which 
car is to be used. 

24 

3 

On some Foreign cars having the old style coupler release 
lever, the lever is secured in the bracket with a cotter key or 
bolt. Does the price of the release lever include these bolts 
or cotters? 

The bolts and cotters are extra work and should be 
paid for according to schedule prices for bolts and 
cotter keys. 

28 


Does the prices in Column “M,” Items 1, 2 and 29 to 33 
inclusive, for making end and side doors, include all the iron 
on door? 

No, these prices only include the irons that are 
required for putting the doors together. For applying 
door fixtures, such as slides, hangers, hasp, hand holds, 
operating rods and clamps, etc., a separate price will be 
paid. See Sec. 36, Items 2 and 6 to 10 inclusive. 

28 

35 

What price will be paid for beveling the edge of a side 
door batten, when batten is renewed? 

The beveling of a side door batten is included^in 
renewal price. 

29 

13 

Will the price for door guide bracket be paid for a bracket 
secured to the lock strip and extending out over edge of 
floor? 

Yes. 

34 

5 

What price will be paid for drop door plank on “Gg” 
hopper car? 

.166 per lineal foot, or less. 

35 

12 

When is it only necessary to renew a drop door clevis 
or clevis key bolt, will the closing of drop doors be paid for 
extra? 

Yes, the closing of drop doors will be paid for in all 
cases, except when repairs are made to doors. 


302 


Sec 

37 

39 

39 

39 

39 

39 

39 

40 

42 

42 

42 

45 

47 

49 

53 

53 

53 

53 

53 

53 

53 

53 


SUPPLEMENT C-1 
INTERPRETATIONS 

Item QUESTIONS 

8 What price will be paid for the renewal of a drop door 
“T” bolt on “H-21” cars? 


6 When it is only necessary to drop the back end of coupler 
with yoke to renew friction casing, follower plates, or inter¬ 
ior parts of friction casings, will the remove and replace 
price or the partly remove and replace price of coupler be 
paid? 

31 to 36 Will the price for partly removing and replacing coupler 
be paid for in connection with the renewal or removing and 
replacing of a coupler carrier? 

45 Will the price for follower rest or guide, 4 bolts, be paid 
for tie plate on the bottom of steel sills secured with 4 bolts? 

47 Does the price for “Friction Draft Gear, all types,” 
include the cross rod, side spring seats on Cardwell friction 
draft gear? 

47-a What price will be paid for renewing a wedge in a Card- 
well friction draft gear? 

58 Will it be permissible to pay .055 for the renewal of a 
• draft tie plate when the draft bolts are renewed? 

8 Will the price of .010 for cutting flooring 1 x /i in. thick or 
more, be paid for floor, when it is not renewed the full width 
of the car, but is cut off and spliced on one of the longitudi¬ 
nal sills? 

4 Does the price of .693 in Column “D” cover the framing 
of end gate plank when they must be framed by hand? 

8 Will the price of .027 be paid for raising all drop end 
gates? 

9 Does the renewal price for end gate plank include the tie 
rods in the end gate? 

9 Does the price of .555 for body bolster slotted for brake 
rod, include both slots in pressed steel bolster? 

31 Does the price $2,079 for refitting cabin car after paint, 
include the renewal of broken glass? 

1 When renewing two ladder stiles and the treads are re¬ 
moved and replaced, will the price of (*) .138 shown in 
Column “D” be paid for old treads removed and replaced? 

What price will be paid for driving live stock away from 
end of car to make repairs to car? 


1 Does the price for adjusting shifted full length, single 
load, apply to loads of lumber built up in two tiers, one tier 
on each end of car, the entire load having shifted end ways? 

2 What price will be paid for adjusting a twin load of angle 
iron loaded on top of side plank and with long iron under 
the twin load in each car 28 in. high, the twin load to be 
moved 6 ft. and the lading underneath in each car to be 
moved 18 in.? 

15 What price will be paid for moving one end of load, wire 
in rolls, when load must be moved from door to end of car? 

23 What price will be paid for moving one end of load, 
knocked down boxes in bundles? 

27 What price will be paid for moving load of billets when 
loaded in drop doors of gondola cars? 

30 What price will be paid for moving entire load of mine 
props, closed car? 

31 When a load is moved from door to end of car, will the 
price of .416 be paid extra for anything that is required to 
be moved at the door? 


303 


ANSWERS 

No price will be paid for the “T” bolt itself, but the 
removing and replacing of the link or turnbuckle will be 
paid for. 

The partly remove and replace price .138 will be paid 
for dropping back end of coupler. 


No. 


Yes. 


No, the cross rod, springs and spring seats will be 
paid for extra. 


Pay .083 for renewing one or all of the inside parts 

No. The explanation for draft tie plate applies to 
both the renew and remove and replace price. 

No, this price will only be paid when it is necessary 
to cut the flooring \ x /i in. thick or more to proper 
length, when it is renewed the full width of car, or for 
floor covered by Items 13 to 16 inclusive, Sec. 40. 

No, this price only covers the constructing of the end 
gate. The framing of planks will be paid for extra. 

This price will only be paid for, when preparing cars 
for loading. In no case will this price be paid when any 
repairs are made to gate. 

The tie rods will be paid for extra when it is necessary 
to renew, remove and replace or partly remove and 
replace them. 

Pay .555 for each slot. 


No, renewal of glass will be paid for extra. See sup¬ 
plement B-l, Sec. 47, Item 31. 

No, pay for each tread removed and replaced. The 
price (*) .138 shown in “D” Column is only to be used 
when it is not necessary to tear up old ladder and use 
old treads. 

No price will be paid for the driving of live stock away 
from the end of car; should it be necessary to use pro¬ 
tecting boards for the safety of the car repairmen they 
will be paid for according to Sec. 54, Items 7 and 8. 

Yes, when entire load can be adjusted from one end. 
When each tier must be adjusted separately, pay 
according to Sec. 53, Item 22. 

Pay $2,217 for adjusting the twin load and $1,386 
for the lading in each car under the twin load. 


When load must be moved from door to end of car 
pay $1,386. 

Pay $1,386, same price as for lath or shingles in 
bundles. 

Pay .693 for moving center of load. 

Pay $1,386 for each end. 

No. The price for moving any load when the expla¬ 
nation reads—“Move and replace lading from door to 
end of car and replace door boards,” includes any lading, 
at doorway necessary to be moved. 


SUPPLEMENT C-2 
INTERPRETATIONS 


Issued 11-17-1917. 

Gen’l. Supt. Motive Power, 
Altoona, Pa. 


Sec. 

7 

Item QUESTIONS 

30 Will the remove and replace price for running board ex¬ 

tension bracket be paid for, when extension block is re¬ 
newed? 

ANSWERS 

No, the running board extension block includes the 
bolt that secures the bracket to the running board. 

9 


Does the remove and replace price for body bolsters 
include the truss jaws, saddle straps and truss jaw plates? 

No, the remove and replace price for body bolsters 
only includes the parts mentioned following the refer¬ 
ence mark (*) under “Explanation and Work included.” 
Sec. 9, Items 1, 2, 4 and 5. 

10 

3 

Some foreign cars are equipped with a double wrought 
iron body bolster similar to our passenger cars. What price 
will be paid to renew or remove and replace them? 

Pay $2,772 to renew and $2,495 to remove and 
replace. 

11 

17 

What price will be paid for adjusting piston travel on 
cabin cars? 

Pay .021 for each key bolt necessary to remove and 
replace. 

11 

19 

What price will be paid for sinking the lug end of a lug 
bolt in draft timbers? 

The sinking of the lug end of a lug bolt will be consid¬ 
ered as fitting and should not be paid for. See General 
Instructions, Paragraph 13. 

24 

4 

What price will be paid for the ferrule on the end sill 
safety hook for carman release lever? 

No price will be paid for ferrules. See General In¬ 
structions, Paragraph 1. 

38 

1 

Will the making of the gain in draft timbers for body bol¬ 
ster flange be paid for when it has not been gained in the 
mill? 

Yes, all framing omitted in mill will be paid for. 
See General Instructions 13. 

38 

1 

Will the nut lock strip on the side of Graham draft tim¬ 
bers be paid for when draft timbers are renewed? 

No, nut locks of any description are included in the 
operation when the removal of bolts and nuts are 
involved. 

38 

3 

What price will be paid for replacing of a pair of draft 
timbers when torn off and sent to shop in another car? 

Pay $1,247 when draft timbers, coupler and draft 
rigging are not separated. When they are separated, 
pay for the price in detail removed and replaced. 

39 

6 & 7 

Does the partly remove and replace price for couplers in¬ 
clude the follower rest plates or check castings? 

No, the follower rest plates or check castings will be 
paid for extra. 

53 

31 

Does the price for moving lading one side at door-way, 
closed car, include the first application of door-way protec¬ 
tion boards? 

No, “Move and replace lading and door boards,” is 
not intended to cover the renewal or first application of 
door-way protection boards. 

74 

12 & 13 

When it is necessary to renew both side nailing sills, will 
it be permissible to double the price for one side of super¬ 
structure raised, or will the price shown for raising entire 
superstructure to repair underframe apply? 

When it is necessary to renew both side nailing sills 
the prices for raising full superstructure should be paid. 

74 

23 

What price will be paid for turning a cistern on a tank 
car where a patch is to be applied to bottom of cistern, the 
cistern having been previously raised from underframe? 

The cistern should be raised high enough to apply the 
patch underneath, in which case the turning of the cis¬ 
tern will not be necessary. 

76 

14 

What price will be paid for renewal or remove, repair and 
replace a section of truss rod when end sill is renewed and 
when no longitudinal sills are renewed or spliced at same 
end? 

Pay .166. 

79 

6 

What price will be paid for the renewal of siding on a 
foreign box car having two belt rails? 

Pay .166. Siding on foreign cars having two belt 
rails correspond nearest in design and dimension to 
Furniture car siding and should be paid for accordingly. 
In this case the M. P. 124 repair card should show that 
the car is equipped with two-belt rails. 

84 

20 

What price will be paid for patch in purline? 

The term patch in purline should not be used. Pay 
.070 for slicing purlines. 

87 

20 

What price will be paid for straightening top corner cap 
on the car. Hopper or Gondola car? 

Same as for straightening flange on car .070 per 
lineal ft. 

87 

20 

What price will be paid for straightening the edge of 
doors and edge of side hopper sheets on the car? 

Same as for straightening flange on car .070 per 
lin. ft. 

\ 



What price will be paid for sinking a bolt head without 
washer in side belt rail for back door stop? 

No price will be paid for sinking any bolt head with¬ 
out washer in wood parts. 


304 


Sec. 

1 

17 

18 

18 

18 

18 

18 

18 

18 

18 

18 

19 

23 

23 

28 

28 

28 

.29 


SUPPLEMENT C-3 
INTERPRETATIONS 


Item QUESTIONS 

6 What price will be paid for a corner band with six holes— 

Closed car? 

21 In case a triple which has been cleaned, lubricated and 
repaired, does not stand the test and must be taken apart 
again to make additional repairs, will it be permissible to 
pay the testing price for each time the valve is tested? 

13 In case it is necessary to remove the non-pressure head 
from the sleeve to renew spring or sleeve, will the price of 
.066 for removing and replacing the non-pressure head be 
paid? 

Will the renewal of cylinder piston sleeve be paid for on 
the rivet basis? 

What price will be paid straightening end of cylinder 
piston sleeve when only slightly bent and can be 
straightened? 

33 Will the partly remove and replace price for pipe hanger 
clip be paid, when only one bolt requires renewal, the clip 
not being out of place? 

34 In case there are two lag screws missing from a retaining 
pipe hanger, and the hanger remains on the pipe, should we 
pay for t he two lag screws or for the removing and replacing 
of the hanger? 

39 When retaining valve must be loosened from the body of 
car to renew fascia or other parts and it is not necessary to 
disconnect the valve from the pipe, or when found with all 
bolts or lags missing, should the remove and replace price 
for retaining valve be paid or pay for the bolts or lags? 

51 Will a second renewal price be paid for triple valve, if the 
triple valve which has been applied to car fails to meet the 
test? 


51 In case a triple valve is applied to a car and the test 
developes a leak at the gasket, will it be permissible to pay 
the remove and replace price for triple valve in addition to 
the renewal price? 

57 When it is necessary to renew a train line nipple and 
replace the angle cock and hose before test can be made and 
the test developes the angle cock or hose to be defective, 
will renewal price be paid for in addition to the replacing 
price for these parts? 

31 When brake shaft is removed and replaced or partly 
removed and replaced, what price will be paid for removing 
and replacing the ratchet wheel? 

What price will be paid for setting nail heads to be put¬ 
tied for paint and varnish—R. F. or cabin cars? 

4 Does the price .277 for cleaning out nails and cleats, 
include the sweeping out of rubbage, etc., in car? 

6 When renewing one end door on Automobile cars, should 
the price for closing end doors be paid? 

30 When side doors are made in the mill but not beveled 
at the bottom end, will the cutting of the bevel when the 
door is applied to the car be considered as a part of fitting 
door? 

44 What price will be paid for a side door lock strip that is 
put on in two pieces, separated by a lock casting? 

7 & 20 What price will be paid for straightening door hangers? 


Issued 3-11-1918 
Genl. Supt. Motive Power, 

Altoona, Pa. 

ANSWERS 

.138 for renewal and .111 for removing and replacing. 


No, the price for testing triple valve, includes all 
testing necessary to complete repairs, whether or not 
triple valve must be taken apart one or more times. 


Yes, providing non-pressure head is not removed for 
other work. 


Yes. 


When end of sleeves are only slightly bent they do not 
require repairs. 


Pay for the bolt when the clip is not out of place or 
when it is not necessary to partly remove and replace it. 


Pay remove and replace price. Paragraph 11 of 
General Instructions will apply in this case. 


Pay the remove and replace price, even though the 
valve does not require disconnecting from the pipe. 


Yes, this, however, should be a very infrequent occur¬ 
rence and each and every case must be checked up to 
ascertain why the repairman on test rack failed to 
properly perform his work, and he must again repair the 
triple valve without additional pay. 

No. A proper examination of the gasket will avoid 
this duplication of work. 


Yes. 


When it is necessary to remove the ratchet wheel from 
the brake shafts referred to in Section 19, Items 25 and 
26 pay .015 Page 1, Supplement A-3. Brake shafts 
referred to in Items 27 and 28 include the ratchet wheel. 

No price will be paid, as this work is included in the 
prices for preparing cars for paint where this is necessary 
to be done. See Section 23, Items 2, 3,17 and 18. 

Yes. 


No. 


No. The cutting of the bevel should be paid for 
extra. See Section 41, Item 3. Doors should be beveled 
in mill. 


Pay .138. 


When door hangers are bent to such an extent as to 
interfere with the operation of the door, they should be 
removed, repaired and replaced, in which case the 
renewal price will be paid. 


305 


SUPPLEMENT C-3 
INTERPRETATIONS 


Sec. Item QUESTIONS 

38 1 & 2 When draft timbers are carried in stock framed, but are 

not the proper length, should any price be paid for cutting 
them off? 

39 6 What price will be paid for 5 x 6 in. or 6x6 in. shank 

coupler? 

39 7 & 39 When it is necessary to take a coupler yoke and check 

castings attached to the blacksmith shop for renewal of 
yoke rivets, should the renewal or remove and replace price 
be paid for the coupler and cheek castings? 


40 What price will be paid for renewing flooring half way 

across the car or to the center sill? 

49 3 When it is necessary to renew one broken ladder stile 

and the other stile must be removed and replaced to renew 
broken siding under it, what price should be paid for the 
ladder? 

77 23 & 24 How shall we pay for renewing roofing boards when it 

is necessary to renew 1 ft. 2 in. at two different places? 


79 


2 to 7 What price will be paid for renewing siding on the 
corner of car, one board on the side and one on the end? 


79 


79 


87- 


87 


14 When it is necessary to punch and renail siding for side 
sill and belt rail at same time, will the price for punching 
and renailing siding per lineal foot be paid for the width 
of siding at the sill and again at the belt rail? 

15 When siding requires renailing at the side sill and at 
the belt rail, should the price of .017 per lineal foot be 
paid for each place renailed? 

30 What will be the price paid for straightening center sills 
on car, when the sills have a gradual deflection from bolster 
to bolster? Does the words “back of bolster” in Section 
87, Item 30 only include that part of sill between bolster 
and center of car and should the price shown be paid for 
each end of the sill? 

Is it permissable to cut out and drive rivets in center 
floor sheet, when splicing or renewing center sills in order 
to cut out the rivets securing back center sill spacer to 
bolster? 


90 10 & 11 When arch bar is renewed or repaired and replaced 

should the bottom tie strap be paid for when it is taken 
to the blacksmith shop for repairs? 

90 28, 29 & 30 What price will be paid for the application of arch bar 
liners or shim plates when journal box is renewed or re¬ 
moved and replaced? 


90 86 & 87 What price will be paid for removing and replacing a 

center pin for bolster renewals? 


Issued 3-11-18 

Genl. Supt. Motive Power 

Altoona, Pa. 

ANSWERS 

No. Cutting draft timbers to length is a part of 
fitting draft timbers and is included in the renewal 
price. 

.416 for renewing, .346 for removing and replacing 
and .138 for partly removing and replacing. 

Paragraph 10 of General Instructions provide that 
parts removed, repaired and replaced will be given prices 
shown in Column A. In this case the coupler with yoke 
is the part requiring repairs and should be paid for at 
renewal price, the cheek castings require no repairs 
and should be paid for at remove and replace price. 

Pay according to thickness of flooring. For prices 
see Section 40, Items 3, 4 and 5. 

Pay the renewal price. Paragraph 10 of Genera 
instructions will apply in this case. 


When the amount of roofing renewed, measured 
crosswise of boards at one place is more than a foot 
pay for two feet. 

Pay for one lineal foot of siding. All adjoining 
siding renewed should be measured continuously cross¬ 
wise of boards, whether on the corner or any other 
location. 

.055 per lineal foot will be paid, whether it is punched 
and renailed at one or more places. 


The price of .017 per lineal foot included the re- 
nailing at all points necessary to renail. 


Any sill having a gradual deflection from bolster to 
bolster should be considered as one bend and so paid 
for. The words “back of bolster” should not be con¬ 
strued to mean only to center of car. 


Yes, when it is impracticable to cut these rivets 
out, with either cutter and sledge or pneumatic tools, 
on account of conditions of rivets or when center sills 
and bolster are badly bent. 

No. The price included the bottom tie strap. 


No price will be paid for arch bar liner or journal 
box shim plates when associated with the renewal or 
removing and replacing of journal boxes or journal 
box bolts. 

No price will be paid for removing and replacing 
center pins. This is included in all operations where 
the removing and replacing of center pin is involved. 


Sec. 

18 


18 


SUPPLEMENT C-4 
INTERPRETATIONS 

Item QUESTIONS 

17 When a cylinder packing leather is found porous after 
being cleaned and tested on test rack requiring new 
leather to be applied, will the renewal price in addition to 
the remove and replace price for cleaning be paid? 

19 When a pressure retaining valve is found to be in¬ 
operative after being cleaned on car and requires renewal, 
will the price for cleaning the defective valve be paid in 
addition to the renewal price? 


Issued 5-28-18 


Yes. 


ANSWERS 


Yes. 


306 


Sec. 1 BANDS IRON PARTS 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Corner, per rivet or bolt—open car. 

.027 




Out or inside band and rivet straps. 

2 

Corner, with side or end plank, per rivet or bolt 
in old plank—open car. 

.027 

.027 



Out or inside band and rivet straps. 

3 

Corner, inside strap, per rivet or bolt—open car. 

.027 




Not allowed when corner band is renewed or 

4 

Corner, 2 holes—closed car. 

.070 

.055 



R&R. 

All bolts or lags. 

5 

Corner, 4 holes—closed car. 

.111 

.098 


.... 

All bolts or lags. 

6 

Corner, 8 holes—closed car. 

.138 

.111 



All bolts or lags. 

7 

Corner, 12 holes or more—closed car. 

.208 

.193 



All bolts or lags. 

8 

End support, 18 to 25 holes—closed car. 

.346 

.277 



All bolts or lags. 

9 

End support, 25 holes or more. 

.457 

.416 



All bolts or lags. 

10 

Tank anchor. 

.208 

.138 



All bolts and tightening Y bolts. 

11 

Tank anchor with running board bracket. 

.277 

.208 



Securing All bolts. 

12 

Tank dome, per section. 

.104 

.070 



All bolts and tightening Y bolts. 

13 

Tank anchor, Y bolt. 

.111 

.083 



Bolt. 

Sec. 2 BASKET, BOX OR TANK FOR ICE- 
REFRIGERATOR CAR, WOOD PARTS. 

A 

B 

c 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Basket hanger or sub carlin. 

.277 

.208 


.208 

Fitting All bolts through carlin or end plate. 

2 

Basket bottom rest. 

.138 

111 



Fitting and securing. 

3 

Basket bottom spacing strip. 

.027 

.015 



Fitting and securing. 

4 

Basket bottom rest support. 

.070 

.055 


.055 

Fitting. All bolts. 

5 

Basket bottom rest support post. 

.070 

.055 

. . . . 

.077 

Fitting and securing. 

6 

Basket back stay piece. 

.166 

.138 


.138 

Fitting. All lags. 

7 

Basket front stay piece. 

.138 

.111 


.070 

Fitting. All lags. 

8 

Basket side stay piece. 

.083 

.070 

. . . . 

.070 

Fitting. All lags. 

9 

Basket pan lid cover keeper. 

.055 

.042 



Fitting. All lags. 

10 

Basket pan beveled strip. 

.138 




Fitting and securing. 

11 

Basket ice rack. 

.070 

.055 


*.208 

Fitting and placing. Constructing complete. 

12 

Basket ice rack batten. 

.070 




Fitting and securing. 

13 

Basket ice rack slat. 

.070 




Fitting and securing. 

14 

Box ice rack—R7. 

.070 

.055 


*.208 

Fitting and placing. Constructing after parts 

15 

Box ice slat—R7. 

.042 

.015 


.070 

are framed. All rods and ferrules. 

Fitting and securing. All ferrules. 

16 

Box ice strip. 

.042 

.027 



Fitting and securing with nails. 

17 

Box ice strip. 

.083 

.070 



Fitting and securing with screws. 

18 

Box wire netting post. 

.070 

.055 


’ in 

Fitting and securing. 

19 

Box wire netting strip, short. 

.042 

.027 

. . . . 


Fitting and securing. 

20 

Box wire netting strip, long. 

.070 

.055 



Fitting and securing. 

21 

Box, drip. . 

.208 

.193 


*’346 

Fitting. All screws and insulation. Construct¬ 

22 

Box, drip, top, per section. 

.042 




ing complete. . 

Fitting and securing. 

23 

Box, drip, bottom. 

.138 




Fitting and securing. 

24 

Box, drip, end or side. 

.070 




Fitting and securing. 

25 

Bulkhead for ice baskets or tanks. 

.346 

’.277 


*’.693 

All lags, strips and emergency section. Con¬ 

26 

Bulkhead emergency section or trap at bottom. 

.138 

.070 


*.138 

structing complete. 

Fitting All lags. Constructing complete. 

27 

Bulkhead post. 

.138 

.111 


.138 

Fitting. Bolt. 

28 

Bulkhead false post. 

.070 




Fitting and securing. 

29 

Bulkhead batten. 

.138 


. . . . 


Fitting and securing. 

30 

Bulkhead post space strip. 

.055 

.042 

. . . . 


Fitting. Blocks and securing. 

31 

Bulkhead post filler. 

.042 

.027 



Fitting and securing. 

32 

Plank, splash. 

.277 

.208 


’416 

Fitting. All bolts and lags. 

Sec. 3 BASKET, BOX OR TANK FOR ICE- 

REFRIGERATOR CAR, IRON PARTS 

A 

B 

c 

M 

EXPLANATION AND WORK INCLUDED. 

1 

Basket. 

2.405 

2.079 


.693 

All bolts, rods, ferrules and irons. 

2 

Basket U iron. 

.138 

.111 



Placing. All ferrules. 

3 

Basket end. 

.208 

.193 


.... 

Securing. All nuts. 

4 

Basket pan, cover, lid. 

.042 

.027 


.... 

Placing. 

5 

Basket or box wire netting, per sq. ft. 

.027 

.009 

.... 


Cutting, fitting and securing. 

6 

Basket or bulkhead galvanized iron, per sq. ft.. . 


.015 

. 


Securing. 

7 

Box, ice rack rest rail. 

.193 

.166 

. . . . 


All bolts. 

. 8 

Box, ice rack rest rail support. 

.208 

.193 



All bolts. 

9 

Box, drip, malleable. 

.138 

.111 



Fitting. All screws. 

10 

Box, galvanized—wooden drip box. 

.042 

.027 



Placing and insulation. 

11 

Box, drip cup. 

.070 

.055 



Securing with chain and staple. 

12 

Box, drip spout. 

.070 

.055 



Securing with cleats. 

13 

Box, drip trap. 

.055 

.042 



Bolt. 

14 

Bulkhead screen door. 

.138 

.111 



All bolts or screws. 

15 

Cleaning ice box. 



'208 

.... 

Remove and replace racks and clean drip pan. 

16 

Cleaning ice basket. 


.... 

.111 


Remove and replace rack and clean drip pan. 

17 

Tank. 

.208 

.193 


.... 

Placing and connecting drip pipe. 

18 

Box, drip trap basket. 

.083 

.070 

.... 

.... 

Fitting all screws. 


307 

















































































Sec. 4 BEARERS, WOOD 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED 

1 

Carlin, long—R7. 

.346 

.277 


.277 

Fitting. All bolts. 

2 

Carlin, short—R7. 

.138 

.111 

.... 

.111 

Fitting. All bolts. 

3 

Cross—Refrigerator. 

.832 

.693 


.346 

All bolts through sills. 

4 

Cross—P. R. R.—Tank. 

.277 

.208 

.... 

.208 

All bolts through sills. 

5 

Cross—Gondola. 

.555 

.346 

.... 

.346 

All bolts through sills. 

6 

Cross, sectional, per section—Ta. 

.277 

.208 


.277 

All bolts through sills. 

7 

Cross—Fi. 

1.109 

.832 

.... 

.693 

All bolts through sills. 

8 

Cross, filler block—Fi. 

.138 

.111 



Fitting and securing. 

9 

Cross—others. 

.416 

.346 


^346 

All bolts through sills. 

10 

Upper deck—Stock. 

.111 

.070 


.070 

Fitting and nail floor. 

Sec. 5 BELT RAIL OR BELT RAIL PLANK. 





EXPLANATION AND WORK INCLUDED. 


WOOD PARTS 

A 

B 

C 

D 


1 

• 

End section—cabin or tool. 

.138 

.111 


.067 

Fitting. All screws. 

2 

Grain strip between post and brace, per section.. 

.042 

.027 


.055 

Fitting and securing. 

3 

Grain strip between posts, per section—side... . 

.083 

.055 


.111 

Fitting and securing. 

4 

Plank, side—refrigerator or Produce. 

.416 

.277 ■ 

*'.027 

• • • • 

Fitting. All screws or bolts. *Each bolt or 







screw in post or brace. 

5 

Plank, side, beveled—Ky. 

.277 

.208 

.111 

.416 

Fitting. All screws or bolts. 

6 

Plank, side—others. 

.277 

.208 

*.027 

.... 

Fitting. All screws or bolts. *Each bolt or 







screw in post or brace. 

7 

Plank, end. 

.208 

.138 

*.027 

.... 

Fitting. All screws or bolts. *Each screw or 







bolt in post or brace. 

8 

Plate filler, per section—XI. 

.042 


.... 

.... 

Fitting and securing. 

9 

Side section, long—Md. 

.111 

.098 


.070 

Fitting. All screws. 

10 

Side section, short—Nd. 

.070 

.055 

.... 

.070 

Fitting. All screws. 

11 

Side or end, sectional—others. 

.042 

.027 

* . . . . 

.070 

Fitting and securing. 

12 

Solid end. 

.138 

.111 

.... 

.166 

Fitting and securing. 

13 

Solid side. 

.208 

.193 

.... 

.277 

Fitting and securing. 

14 

Solid side—Cabin, Tool or pickup. 

.277 

.208 


.277 

Fitting. All screws. 

Sec. 6 BLOCKS, MISCELLANEOUS, WOOD 





EXPLANATION AND WORK INCLUDES. 


PARTS. 

A 

B 

C 

D 


1 

Air brake cylinder. 

.277 

.208 


.208 

All bolts through sills. 

2 

Air brake reservoir. 

.138 

.098 

• • • • 

.083 

All bolts through sills. 

3 

Back of end sill—Fi. 

.111 

.070 

.... 

.070 

Securing. 

4 

Back of siding or lining for hinge screws. 

.070 

.055 

• • • • 

.... 

Fitting and securing. 

5 

Between center sills—Gg. 

.138 

.111 


.070 

Fitting. All bolts. 

6 

Brace, on side belt rail—Ky. 

.042 

.027 

.... 


Fitting and securing. 

7 

Brace hanger trimmer. 

.138 

.111 

.... 

.138 

Securing. 

8 

Brake lever, bracket or guide. 

.138 

.111 

.055 

.111 

All bolts through sills. 

9 

Bottom feed rack rail support—Kf. 

.042 

.027 

.... 

.055 

Fitting and securing. 

10 

Center brake lever. 

.166 

.138 

.... 

.111 

All bolts through sills. 

11 

Hinge butt—Gg. 

.138 

.111 

• • • • 

.070 

Fitting. All bolts. 

12 

Hood carlin—Tb. 

.083 

.070 

.... 

.208 

Fitting. All screws. 

13 

Ladder, hand hold, or brake step bracket. 

.083 

.042 

.... 

.083 

Fitting and securing. 

14 

Ladder on hood carlin—Cabin. 

.111 

.098 

.... 

.083 

Fitting. All bolts. 

15 

Post spacing, on floor or end plate. 

.070 

.055 

.... 

.... 

Fitting and securing. 

16 

Roof, for lamp or stove pipe. 

.070 

.055 

.... 


Fitting and securing. 

17 

Spacing, between side and center sills—Gg. 

.138 

.111 

'. . . . 

]l38 

Fitting. All bolts. 

18 

Spacing, between sills—Cabin or Tool. 

.111 

.098 

.... 

.138 

Securing. All cleats. 

19 

Spacing between sills on bolster—Tank. 

.070 

.055 


.111 

Securing. 

20 

Spacing between sills on bolster—Fa. 

.070 

.055 


.070 

Securing. 

21 

Spacing between sills on cross bearer. 

.070 

.055 

.... 

.070 

Securing. 

22 

Spacing, door head piece—Kf. 

.055 

.042 

.... 

.111 

Fitting and placing. 

23 

Tank band anchor. 

.070 

.055 

.... 

.077 

Fitting and securing. 

24 

Top guide rail support—Kf. 

.042 

.027 

.... 

.055 

Fitting and securing. 

25 

Under roofing for hinge or seal plate screws.... 

.070 

.055 

.... 

.... 

Fitting and securing. 

Sec. 7 BOARDS WOOD PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED * 

1 

Brake step, 2 brackets. 

.138 

.111 

.055 

*.166 

Fitting. All bolts. *Tie bolts and frame. 

2 

Brake step, 3 brackets. 

.193 

.166 

.111 

*.193 

Fitting. All bolts. *Tie bolts and frame. 

3 

Brake step platform, with brackets, plate and 







pawl. 

.166 

.111 

.055 

.... 

Fitting. All bolts. 

4 

Card, small G1. 

.070 

.042 

• • • • 

.070 

Securing with straps. 

5 

Card, others.. 

.111 

.083 

.... 

.070 

Fitting. All screws, bolts, rivets, plates, 







brackets. 

6 

Eave, letter, per section R7. 

.222 

.166 

.... 


Fitting All bolts. 

7 

Fascia, nailed per lin. ft.. 

.022 

.009 

.... 


Fitting and securing. All ferrules or blocks. 

8 

Fascia, bolted or lagged, per lin. ft. 

.042 

.027 



Fitting. All bolts or lags. 

9 

Fascia, filler, per lin. ft.—Murphy roof. 

.027 

.027 

.... 

.... 

Fitting and securing. 

10 

Fascia, furring strip, per lin. ft. 

.009 

.006 

.... 

.... 

Fitting and securing. 

11 

Fascia, end beveled, per lin. ft. 

.022 

.009 


.015 

Fitting and securing. 

12 

Fascia, eave or deck, per lin. ft.—Tb. 

.042 

.027 

• • « • 

. 

Fitting and securing. 

13 

Fascia, circular end—Cabin or Tool. 

.138 

.138 

.... 

.208 

Fitting and securing. 

14 

Fascia, deck rail mullion—Tb. 

.055 

.027 


.... 

Fitting and securing. 


308 














































































Sec. 7 BOARDS WOOD PARTS—Continued 

A 

B . C 

D 

EXPLANATION AND WORK ^INCLUDED. 

15 

Fascia, end of plate—Cabin or Tool. 

.138 

.138 .... 


Fitting. All screws. 

16 

Fascia, deck carlin—Cabin. 

.166 



Fitting and securing. 

17 

Fascia, renailed, per lin. ft. 

.003 



Nailing loose boards t 

18 

Lamp bracket—Cabin. 

.083 

.070 :... 

.098 

Fitting. All screws. 

19 

Line. 

.222 

.138 .... 

.... 

Fitting. All bolts and cleats. 

20 

Letter, number, cap’y, equipment or dimension. 

.138 

.098 .... 


Fitting. All bolts and cleats. 

21 

Letter, filler between slats—Stock. 

.042 

. 

.... 

Fitting and securing. 

22 

Running, per lin. ft. per section. 

.015 

.015 .... 


Fitting. All bolts or screws. 

23 

Running, per lin. ft. Tank. 

.027 

.022 .... 

.005 

Fitting and securing all bolts or screws. 

24 

Running, and saddles, full width, per lin. ft.— 
Murphy roof. 


.022 .... 


All bolts. 

25 

Running, latitudinal platform, comp.—Murphy 
roof. 

.346 

.277 .... 

*.555 

All bolts and screws in side plate and end saddles. 

26 

Running, latitudinal platform^, compl. Steel 
roof. 

.277 

.208 .... 

*.416 

*Putting together after parts have been 
framed, all bolts, irons and screws. 

All bolts in brackets. *Putting together all 

27 

Running, latitudinal extension, per board. 

.138 



bolts and irons. 

All bolts, rivets and screws 

28 

Running, latitudinal center saddle. 

.083 


.098 

All screws. 

29 

Running, latitudinal end saddle. 

.042 

. 027 .*.'.’.’ 

.070 

All screws and bolts. 

30 

Running, extension block. 

.138 

.111 .... 

.070 

All screws and bolts. 

31 

Running, saddle—Board or flat m,etal roof.. .. 

.042 

.027 .... 

.070 • 

All screws or bolts. 

32 

Running saddle—Murphy type . . 

.042 

.027 .... 

.138 

Bolt and saddle cap.’ 

33 

Splash—Cabin . 

.138 

.111 .... 

.070 

Fitting. All hook bolts and cleats. 

34 

Temporary hand rail, per lin. ft. 

.005 


.... 

Securing in position. 

35 

Temporary hand rail, post. 

.070 

. 

.... 

Securing in position with brace. 


Sec. 8 BODY AND PARTS DESTROYING OR DISMANTLING EXPLANATION AND WORK INCLUDED. 


*1 Body, destroying wooden underframe—Refrig¬ 
erator or Produce. 12.318 

*2 Body, destroying, wooden underframe—other 

classes—closed car. 8.296 

*3 Body, destroying—Fa. Fb. 4.158 

*4 Body, destroying—Gc, Ge, Gi, Gb, Gd. 7.708 

*5 Body, destroying—Gg. 12.318 

*6 Body, destroying—Gh, Gk, Gn. 9.336 

*7 Body, destroying—Gf, Go. 5.873 

*8 Body, destroying, wooden underframe—Cabin. 5.543 

9 Removing inside trimmings, when car is to be 

destroyed—Cabin... 1 • 386 

10 Removing block from horn of coupler. .070 

11 Removing te mporary log chain. .138 

12 Removing (Kiesel) release rod. “To apply 

Carnier”. -HI 

*13 Rack coke, destroying with car. 1.145 

*Does not apply to cars burnt down or dismantled in Metal Yards. 

Sec. 9 BOLSTER BODY, WOOD PARTS. ABC 


Separating wrought, cast iron and wood. Does 
not include removing air pipe and Westing- 
house material. 

Separating wrought, cast iron and wood. Does 
not include removing air pipe and Westing- 
house material. 

Separating wrought, cast iron and wood. Does 
not include removing air pipe and Westing- 
house material. 

Separating wrought, cast iron and wood. Does 

not include rem oving air pipe and Westing- 
house material. 

Separating wrought, cast iron and wood. Does 
not include removing air pipe and Westing- 
house material. 

Separating wrought, cast iron and wood. Does 
not ihclude removing air pipe and Westing- 
house material. 

Separating wrought, cast iron and wood. Does 
not include removing air pipe and Westing- 
house material. 

Separating wrought, cast iron and wood. Does 
not include removing air pipe and Westing- 
house material or inside trimmings. 

Distributing to proper place all good material. 

Separating all parts. 


Remove handles, cams and center arm. 
Separating iron and wood. 


D EXPLANATION AND WORK INCLUDED. 


1 Composite—Refrigerator. 1.964 *1.547 

2 Composite—others. 1.386 * .970 

3 Frame, for wrought iron (Ward type). 1.109 .970 


. .. . 1.386 Fitting. All bolts through bolster and sills, 

member plates, truss jaws, saddle traps and 
truss plates. *A11 bolts through sills and 
trussing bolster. 

_ 1.386 Fitting. All bolts through bolster and sills, 

member plates, truss jaws, saddle traps and 
truss plates. All bolts through sill and truss¬ 
ing bolster. 

.832 Fitting. Spacing blocks and all bolts through 

bolster and sills. 


309 

























































Sec. 9 BOLSTER BODY, WOOD PARTS— A B C D EXPLANATION AND WORK INCLUDED. 
Continued 


4 Plain—Refrigerator. 1.663 *1.386 

5 Plain—others. 1.109 * .970 

6 Tank—P. R. R.832 .693 

7 Shim.055 .027 

8 Spacing block between plates.055 .027 

9 Stop block.138 .111 


1.386 Fitting. All bolts through bolster and sills. 

truss jaws, saddle straps and truss plates. 
*A11 bolts through sills and trussing bolster. 
1.386 Fitting. All bolts through bolster and sills, 
truss jaws, saddle straps and truss plates. 
*A11 bolts through sills and trussing bolster. 

. 555 Fitting. All bolts through bolster and sills. 

.... Fitting and securing. 

.111 Fitting and placing. 

. 138 All bolts. 


Sec. 10 BOLSTER BODY IRON PARTS 

A 

B 

M 

EXPLANATION AND WORK INCLUDED. 

1 

Bottom member plate. 

.484 

.346 


All bolts through bolster and sills. All irons 

2 

Center plate. 

.166 

.138 


except center plate and side bearings. 

Fitting. All bolts. 

3 

Four member—Tb. 

2.772 

2.495 

*2 .081 

All bolts through bolster and sill. *Putting 

4 

f 

Four member top plate—Tb. 

.416 



together all parts. 

All bolts through plates. 

5 

Four member bottom plate—Tb. 

.416 



All bolts. 

6 

Four member center plate or side bearing 
bridge—Tb. 

.277 



All bolts. 

7 

Four member center casting—Tb. 

.055 



Placing. 

8 

Four member spacing casting—Tb. 

.027 



Placing. 

9 

Plate, top of'sills (Ward type).. 

.416 

.346 


All bolts. 

10 

Plate, center casting (Ward type). 

.277 

.208 


All bolts. 

11 

Plate, side sill casting (Ward type). 

.208 

.193 


All bolts. 

12 

Pressed steel, cast steel or wrought iron. 

1.109 

.970 


All bolts through bolster sills. Allfirons except 

13 

Side bearing.. 

.083 

.070 


center plate, side bearings and truss rod 
saddles. 

Fitting. All bolts or lags. 

14 

Stop, single. 

.083 

.070 


All bolts. 

15 

Stop, double. 

.166 

.138 

. 

All bolts. 

16 • 

Truss rod saddle. 

.042 

.027 


All bolts or lags. 

17 

Truss rod saddle bracket. 

.083 

.074 


All bolts or lags. 

18 

Truss jaw. 

.138 

.111 

*.034 

Bolt or pin, truss plate, nut and trussing. 

19 

Truss jaw plate. 

.042 

.042 


*Trussing jfull length of bolster. 

Truss jaw : nuts. 

20 

Truss jaw bolt or pin. 

.027 


.... 

Placing. 

21 

Truss jaw saddle strap. 

.055 

.042 

.... 

Bolt or pin. 

22 

Truss jaw saddle strap bridge. 

.042 

.027 


Placing. 


Sec. 11 BOLTS. 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 

1 

Y% or H", l ess than 6" long. 

.027 



.... All nuts, locks, washers and keys. 

2 

or 14", 6" long or over. 

.042 



.... All nuts, locks, washers and keys. 

3 

y% to 1", less than 6" long. 

.042 



.... All nuts, locks, washers and keys. 

4 

y % * to 1", 6" to 12" long. 

.055 



.... All nuts, locks, washers and keys. 

5 

^ to 1", 12" to 18" long. 

.083 



.... All nuts, locks, washers and keys. 

6 

%' to 1", 18" to 24" long. 

.098 



.... All nuts, locks, washers and keys. 

7 

%" to 1", 24" long or over. 

.138 



.... All nuts, locks, washers and keys. 

8 

1" or over, less than 6" long. 

.055 



.... All nuts, locks, washers and keys. 

9 

1" or over, 6" to 12" long. 

.083 



.... All nuts, locks, washers and keys. 

10 

1" or over, 12" to 18" long. 

.098 



.... All nuts, locks, washers and keys. 

11 

1" or over, 18" to 24" long. 

.138 



. . .'. All nuts, 1 § ks, washers and keys. 

12 

1" or over, 24" long or over. 

.166 



.... All nuts, locks, washers and keys. 

13 

Eye, dome—Cabin or Tool. 

.042 

.027 


.... Securing. 

14 

Hook, less than 6" long. 

.042 

.027 


.... Securing. 

15 

Hook, 6" to 9" long. 

.055 

.042 


.... Securing. 

16 

Hook 9" long or over. 

.070 

.055 


.... Securing. 

17 

Key. 

.027 

.021 


.... Cotter or split key. 

18 

Lug, with one hole. 

.070 

.055 


.'. : Fitting—Bolt or lag. 

19 

Lug, with two holes. 

.098 

.083 


.... Fitting all bolts or lags. 

20 

Lug, with three holes. 

.138 

.111 


.... Fitting. All bolts or lags. 

21 

Side or anchor strap. 

.208 

.193 

*.027 

.... Fitting. All bolts or rivets. *Each bolt or rivet 
renewed. 

22 

Removing from steel parts to apply rivet. 

.... 

.... 

.015 

.... 

23 

Removing from coupler yoke to apply rivet.... 

.... 


.040 

.... 


310 





















































































Sec. 12 BOX, EQUIPMENT—CABIN, TOOL 
AND DERRICK CARS, WOOD PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Bottom sill. 

.138 

.111 


.070 

Securing. Bottom strap. 

2 

Bottom sill fascia. 

.138 

.138 



Fitting and securing. 

3 

Bottom top, back or partition. 

027 

.027 



Fitting and securing. 

4 

Circled end. 

138 

.138 


.138 

Fitting and securing. 

5 

Circled end or partition cleat. 

.070 

.070 


. 

Fitting and securing. 

6 

Door head piece—Nd. 

.166 

.138 


.138 

Fitting. All bolts. 

7 

Door head piece—Nc. 

.070 

.055 



Fitting and securing. 

8 

Door head piece—Wc or Tool. 

.138 

111 



Fitting and securing. 

9 

End—Nd. 

.277 

.138 



Fitting. All bolts. 

10 

For telegraph booth, complete—Tb. 


1.109 



Rods and bottom straps. 

11 

Hanger piece—Nd. 

.277 

.166 


.208 

Fitting. All bolts. 

12 

Large, complete—Cabin, Tool or Wc. 


1.386 



Rods and bottom straps. 

13 

Post. 

.083 

.070 


.083 

Securing. 

14 

Side plank. 

.138 

.111 



Fitting. All bolts or screws. 

15 

Side cleat—Tb. 

111 

.070 


.070 

Fitting. All bolts or lags. 

16 

Small, complete—Cabin. 

1.386 

.970 



Rods and bottom straps. 

Sec. 13 BOX, EQUIPMENT—CABIN, TOOL 
AND DERRICK CARS, IRON PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Bottom strap—Outside. 

.111 




Placing and securing. 

2 

Bottom strap—intermediate. 

.070 




Placing and securing. 

3 

Bottom strap—Ta. 

.208 




Securing. All bolts. 

4 

Middle side support. 

111 

.070 



Securing. All bolts. 

Sec. 14 BOX, HAY—STOCK CAR,WOOD PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Complete—Ke type. 

.208 

.193 


*.208 

Fitting and securing. *Putting together all 

2 

Corner strip. 

.027 




parts except lid. 

Fitting and securing. 

3 

End. 

.138 




Fitting and securing. 

4 

Frame, side piece—Kf type. 

.083 

.070 


.098 

Fitting and securing. 

5 

Frame, end piece—Kf type. 

.053 

.042 


.083 

Fitting and securing. 

6 

Side. 

.193 


.... 


Fitting and securing. 

7 

Water table. 

.070 



^070 

Fitting and securing. 

Sec. 15 BRACES, WOOD PARTS. 

A 

B 

c 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Long side—Nb. 

.693 

■ .277 



Fitting. All screws. 

2 

Medium side—Nb. 

.555 

. 20S 



Fitting. All screws. 

3 

Side or end—Stock. 

.180 

.138 


.180 

Fitting and nail slats or siding. 

4 

Side or end—Others. 

.180 

.138 


.138 

Fitting and nail, lining. 

5 

Short end—Cabin or Tool. 

.083 

.070 


.111 

Fitting and securing. 

6 

Short side—Nb. 

.277 

.138 



Fitting. All screws. 

7 

Truss rod bearing or queen post. 

.138 

.083 


^055 

Fitting. All bolts. 

8 

Side or end, out of place, per brace. 



.070 


Replacing and nailing. 

9 

Side or end, out of place, with load against 
brace, per brace. 



.208 


Replacing, nailing and forcing back load. 

Sec. 16 BRACKETS, IRON PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Brake step board. 

.098 

.083 



Ah bolts or lags. 

2 

Card board. 

.070 

.055 



All bolts or screws. 

3 

Corner marker. 

.098 

.083 



A11 bolts or screws. 

4 

Fave board, large—R7. 

111 

.098 



A 11 bolts. 

5 

Eave board, small—R7. 

.070 

.055 



All bolts. 

6 

Flag socket—Cabin. 

.070 

.055 



A11 screws. 

7 

Running board extension—Nd. 

.208 

.138 



A11 bolts. 

8 

Running board extension—Others. 

.070 

.055 



All bolts or lags. 

Sec. 17 BRAKES: AIR, CLEANING, LUBRI¬ 
CATING AND TESTING. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Air holes tested in quantities on test rack. 




.010 

Soap sudsing and gasket. 

2 

Air strainer, cleaned on test rack. 




.026 

Cleaning only. 

3 

Angle cock, cleaned, lubricated and repaired on 
test rack. 




.066 

Testing. All parts renewed or replaced, except 

4 

Angle cock key grinding. 




.042 

grinding. 

Clean, lubricate and test. 

5 

Centrifugal dirt collector cleaned. 




.026 

Plug and blowing out. 

6 

Check valve, grinding. 




.053 

Only allowed when check va’ve case is renewed 





or when triple valve is not cleaned. 


311 








































































































Sec. 17 BRAKES; AIR, CLEANING, LUBRI- A B C D EXPLANATION AND WORK INCLUDED. 
CATING AND TESTING—Continued 


7 Cut out cock cleaned, lubricated and repaired 

on test rack. 

8 Cylinder, cleaned and lubricated 6", 8" or 10". . 

9 Cylinder, cleaned and lubricated—12" or 14"... 

10 Cylinder, cleaned and lubricated, when non¬ 

pressure head or piston is renewed. 

11 Release valve, cleaned, lubricated and repaired 

on test rack. 

12 Retaining valve, cleaned, lubricated and re¬ 

paired on test rack—2 position. 

13 Retaining valve, cleaned, lubricated and re¬ 

paired on test rack—3 position. 

% 

14 Retaining valve, cleaned and lubricated on car. 

15 Safety valve, cleaned, lubricated and repaired.. 

16 Testing, before and after repairs. 

17 Testing before and after repairs without soap 

sudsing. 

18 Testing packing leather on rack. 

19 Triple valve, cleaned, lubricated and repaired 

on test rack—K or N. Y. types. 


20 Triple valve, cleaned, lubricated and repaired 

on test rack—Other types. 

21 Triple valve tested on rack. *A11 types. 

22 Retaining valve key or weight valve, grinding.. 

23 Testing signal equipment before and after re¬ 

pairs . 

24 Triple valve test rack, testing in accordance with 

standard instructions. 

NOTE: 


. 066 Testing. All parts renewed or replaced, except 
grinding. 

. 172 All bolts, all parts of cylinder removed, replaced 
and taking to and from test rack. 

. 199 All bolts. All parts of cylinder removed, replaced 

and taking to and from test rack. 

.053 Cleaning and lubricating only. 

. 039 Testing. All parts renewed or replaced. 

.053 Testing. All parts renewed or replaced except 

. grinding. 

.080 Testing. All parts renewed or replaced except 
grinding. 

.039 Removing and replacing cap, nut, case, weight 
or spring. 

. 080 Testing. All parts renewed or replaced. 

.133 Soap sudsing hose and all joints. Apply and 

remove gauge for cylinder and retaining 
valve tests and take record of same. 

.107 Apply and remove gauge for cylinder and re¬ 
taining valve tests and take record of same. 

. 026 After renewing or cleaning. 

» 

. 180 All bolts and gaskets, grinding check, valve, 
and all parts renewed or replaced and pro¬ 
tecting caps. 

. 153 All bolts and gaskets, grinding check valve, and 
ail parts renewed or replaced and protecting 
caps. 

. 050 After repairs. 

. 050 Clean and lubricate. 

. 083 Soap sudsing hose and all joints. 

.220 Any cleaning, lubricating or tightening that 
may be necessary. 


Words and prices underscored denote additions and changes to items on original sheets. 


Sec. 18 BRAKES, AIR AND PIPE. 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 

1 

Axle clock adjusting. 




. 005 Setting to proper angle. 

2 

Cylinder and Reservoir—combined. 

aw 

'.277 

.... 

.... All bolts. 

3 

Cylinder—Single. 

.180 

.111 

.... 

.... All bolts. 

4 

Cylinder with block or plate to renew sills— 
Single. 


.111 


.... All bolts or lags in sills. 

5 

Cylinder and reservoir with block to renew sills 
—Combined. 


.277 


.... All bolts or lags in sills. Clamping piston. 

6 

Cylinder and reservoir, disconnect and connect 
—Combined. 


.138 


.... All bolts and gasket. 

7 

Cylinder or reservoir plate—Large. 

.138 

.111 

.055 

.... All bolts or lags. 

8 

Cylinder or reservoir plate—Small. 

.070 

.055 

.027 

.... All bolts or lags. 

9 

Cylinder or reservoir bracket—Large. 

.138 

.111 

.... 

.... All bolts or lags. 

10 

Cylinder or reservoir bracket—Sirfall. 

.070 

.055 

.... 

.... All bolts or lags. 

11 

Cylinder and reservoir plate. 

.042 


.... 

.... Placing. 

12 

Cylinder pressure head. 

.107 

.066 

.... 

.... All bolts and gasket. Clamping piston. 

13 

Cylinder non-pressure head. 

.107 

.066 

.... 

.... All bolts. Clamping piston. 

14 

Cylinder piston. 

.053 

.014 


.... Placing. 

15 

Cylinder piston follower. 

.066 

.053 

.... 

.... All bolts or studs and cleaning follower. 

16 

Cylinder release spring.‘ 

.026 

.014 

.... 

.... Placing. 

17 

Cylinder packing leather. 

.026 

.039 

.... 

- Expander ring, cleaning and lubricating leather. 

18 

Cylinder packing leather expander, ring. 

.014 

.... 

.... 

.... Placing. Not allowed when pack, leather is re¬ 

19 

Hose. 

.035 

.026 


newed or R. & R. 

.... Securing in position and gasket. 

20 

Hose adjusting. 

.027 

.02i 


. 005 Setting to proper angle. 

21 

Hose cutting chain. 

!008 

.... Securing. 

22 

Hose gasket. 

.008 

.020 

.... 

.... Cleaning groove and placing. 

23 

Pipe and fitting, less than each connection... 

.026 

.... 

.... Gasket, disconnecting and connecting. 

24 

Pipe and fitting, cocks, air strainer, 3.4" or over, 
each connection. 

.039 

.033 

.... 

.... Gasket, disconnecting and connecting. 


312 





















































Sec. 18 BRAKES, AIR AND 

PIPES—Continued. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

25 

Pipe thread cutting, less than . 




.020 

One end of pipe, and reaming out burr from 

26 

Pipe thread cutting, or over. 




.039 

inside. 

One end of pipe, and reaming out burr from 

27 

Pipe cutting to length less than . 




.020 

inside. 

One end of pipe, and reaming out burr from 

28 

Pipe cutting to length, or over. 




.026 

inside. 

One end of pipe. 

29 

Pipe bending less than . 




.026 

Make or straighten, each bend. 

30 

Pipe bending, to 1^". 




.080 

Make or straighten, each bend. 

31 

Pipe hanger—large. 

.070 

.055 

.027 


All bolts or lags in sills. 

32 

Pipe hanger—small. 

.055 

.042 



All bolts or lags in sills. 

33 . 

Pipe hanger clip. 

.042 

.027 

6i5 


All bolts. 

34 

Pipe hanger—extended or U. 

.042 

.027 



Lags or nails. 

35 

Pipe U bolt and rest. 

.055 

.042 

.027 


Securing with nuts. 

36 

Pipe staple. 

.008 

.005 

.... 


Securing. 

37 

Pipe fittings, tightening. 

.... 



.005 

Each connection. 

38 

Pipe, broken end, removed from fitting. 




.026 

Retapping thread if necessary. 

39 

Pressure retaining valve. 

.066 

.053 


.... 

All bolts, lags and securing to pipe. Taking old 

40 

Push rod. 

.039 

.026 



valve to test room. 

Kye bolt. 

41 

Release valve.:. 

.053 

.033 



Securing. Connecting release rods. 

42 

Release valve rod. 

.026 

.014 

.005 


Cotter key, hanger or staple. 

43 

Release valve rod hanger. 

.014 

.008 



Lags or nails. 

44 

Reservoir—single.. 

.138 

.111 

.055 


All bolts. 

45 

Reservoir with blocks or plates to renew sills— 
single. 


.111 



All bolts or lags in sills. 

46 

Reservoir drain or triple valve plug. 

.014 

.008 

.... 


Securing. 

47 

Reservoir stud bolt, broken and removed. 




!i33 

Drilling out and retapping. 

48 

Smjall strainer. 

.006 

.... 



Placing. Not allowed when triple valve is re¬ 

49 

Stenciling last time cleaned and lubricated. 

.039 




newed or R. & R. 

Erasing old dates. Cylinder, triple valve or cen¬ 

50 

Train line, when shifted. 



.066 


trifugal dirt collector, one or all. 

Placing in original position. 

51 

Triple valve. 

‘098 

!066 

.... 

.... 

All bolts, gasket, strainer and protecting caps. 

52 

Triple cylinder cap. 

.039 




Taking old valve test room. 

All bolts, gasket, graduating stem and spring. 

53 

Triple check valve case. 

.080 

.... 

.... 


Stud bolts and gasket. 

54 

Triple valve cap screw, broken end removed... 


.... 

.... 

.039 

Drilling out and retapping. 

55 

Angle cock handle. Cut out. 

.026 




Securing with pin. 

56 

Pressure retaining valve handle. 

.020 


.... 


Securing with pin. 

57 

Angle cock. 

.042 

^033 

.... 

.... 

Securing to pipe. Taking old angle cock to test 

58 

Straightening pipe hanger on car. 

.... 


.... 

.042 

room. 

Repairing to proper shape. 


Sec. 19 BRAKE RIGGING, BODY OF CAR, 

IRON PARTS A 


1 Chain, end, center or loop.070 

2 Chain with swivel.098 

3 Chain shaft worm or drum.055 

4 Chain roller—F21A.070 

5 Chain sheave wheel.042 

6 Chain bolster hook. 070 

7 Chain or lever clevis.027 

8 Lever, center sheave or others.083 

9 Lever guide or carrier.Ill 

10 Lever guide bracket or bar—Fi.Ill 

11 Lever guide—Fi.208 

12 Lever bracket.138 

13 Lever connecting link.055 

14 Loop lever and sheave wheel.Ill 

15 Pawl or weight.055 

16 Rocker arm.180 

17 Rocker arm clip.070 

18 Rocker arm plates, top and bottom.,.138 

19 Rod or brake rod and chain.070 

20 Rod carrier.042 

21 Rod carrier clip.042 

22 Rod equalizer. 070 

23 Rod stop. 083 

24 Rod turnbuckle.070 

25 Shaft through platform or support on roof.277 * 


BCD EXPLANATION AND WORK INCLUDED 


. Bolt, clevises and key bolts. 

. Securing to rod, cotter key and chain bolt. 

, 042 . Placing. Chain bolt. 

. 055 . Bolt. 

.027 . Key bolt. 

. 055 . All bolts or lags. 

. All key bolts. 

.070 . All key bolts or bolts. 

. 098 .055 .... All bolts or lags. 

.098 .070 .... All bolts. 

.193 . All bolts. 

.111 .055 .... All bolts. 

. 042 . All clevises and key bolts. 

.098 . All key bolts and connecting chain. 

. 042 . Bolt. 

. 138 .055 .... All bolts, clips and key bolts. 

. All bolts. 

.111 . All bolts. 

. 055 . All key bolts and brake chain bolt. 

. 027 . All bolts or lags. 

.027 . All bolts. 

. All key bolts. 

. 070 . All bolts or lags. 

. 055 . Securing. 

. 208 *. 138 .... Brake and ratchet wheels, brace, cotter keys, 

ring and chain bolts. *Brace, cotter keys, 
ring and chain bolt. 


313 


























































































Sec. 19 BRAKE RIGGING, BODY OF CAR, 

IRON PARTS—Continued. 

A 

B 

C D 

EXPLANATION AND WORK INCLUDED. 

26 

Shaft without platform. 

.208 

*.138 


Brake and ratchet wheels, brace, cotter keys, 

27 

Shaft short, end of car. 

.111 

* 

© 

00 

03 


ring and chain bolt. *Brace, cotter keys, ring 
and chain bolt. 

Brake and ratchet wheels, cotter keys and chain 

28 

Shaft bottom stem—Fa. 

.138 

.083 


bolt. *Ratchet wheel, R. & R. cotter keys 
and chain bolt. 

Ratchet wheel, ring and chain bolt. 

29 

Shaft top stem—Fa. 

.098 

.015 


Brake wheel and cotter key. *Cotter key. 

30 

Shaft wheel. 

.070 

.042 


Nut and cotter key. 

31 

Shaft ratchet wheel. 

.027 

.015 


Key. 

32 

Shaft ratchet lever—F21A. 

.070 

.055 


Lever ratchet wheel. 

33 

Shaft brace. 

.070 

.042 


All bolts. 

34 

Shaft carrier or bow—2 bolt. 

.083 

.070 


All bolts. 

35 

Shaft carrier or bow—3 or 4 bolt. 

.111 

.098 


All bolts. 

36 

Shaft gear—Fg. 

.138 

.111 


Gear wheel, worm and chain bolt. 

37 

Shaft gear bracket—Fg. 

.208 

.193 


All bolts. 

38 

Shaft gear wheel—Fg. 

.070 



Securing. 

39 

Shaft and pawl connecting plate. 

.070 

.055 


All bolts or screws. 

40 

Shaft ring. 

.015 



Securing. 

41 

Shaft spider. 

.166 

.138 

.... t .. .. 

All bolts. 

42 

Shaft support on roof. 

.138 

111 


All bolts. 

43 

Sheave wheel block, long brake chain. 

.138 

.111 


All bolts. 

44 

Sheave wheel block, brake rod.*. 

.098 

.083 


Securing. 

45 

Straightening longitudinal carrier iron bent on 
car. 



.070 

Repairing to proper shape. 

46 

Straightening shaft carrier iron bent on car. 



.070 

Repairing to proper shape. 


Sec. 20 CEILING WOOD PARTS 

A 

B 

C 

M 

EXPLANATION AND WORK INCLUDED 

1 

Ceiling, per sq. ft.—Furniture. 

.021 

.021 



Fitting and securing. 

2 

Ceiling, per sq. ft.—Tb. 

.042 




Fitting and securing. 

3 

' Ceiling, per sq. ft.—Rf’g or Produce. 

.027 

.027 



Fitting and securing. 

4 

5 

Ceiling, false, per sq. ft.—R7. 

Ceiling, false, between carline, per lin. ft.—Re¬ 

.021 

.021 



Fitting and securing. 

6 

frigerator or Produce. 

Ceiling, insulation pad between carlins—long— 

.027 

.015 



Fitting and securing. 

7 

R7. 

Ceiling, insulation pad between carlins—short— 

.138 

.111 


*.166 

Fitting and securing. *A11 strips and insulation. 


R 7. 

.138 

.111 


*.138 

Fitting and securing. *A11 strips and insulation. 

8 

Renailing, per lin. ft. per carlin—R7. 



.015 


Nailing loose boards at each carlin and setting 
nail heads. 

9 

Renailing, per lin. ft. per carlin—others. 



.007 


Nailing loose boards at each carlin and setting 
nail heads. 


Sec. 21 CHUTE, HOPPER CARS, WOOD PARTS 

A 

B C 

D 

EXPLANATION AND WORK INCLUDED- 

1 

Center sill cover, complete—Gg. 

.277 

.208 .... 

.277 

Fitting. All bolts. 

2 

Center sill cover, per plank—Gg. 

.166 

.Ill .... 

.138 

Fitting. All bolts. 

3 

Cross ridge, per lin. ft. —Gg. 

.111 

.070 .... 

.... 

Fitting and securing. 

4 

End plank, long between points, per lin. ft. or 
less—Gg. 

.346 

.277 *070 


Fitting. All bolts. *For ea. Hop. sup. strap. 

5 

End plank, long points—Gg. 

.346 

.277 *.070 

.208 

Fitting. All bolts. *For ea Hop. sup. strap. 

6 

End plank, between points, per lin. ft. or less, 
except Gg. 

.208 

111 *055 


Fitting all bolts. *For each hopper support strap. 

7 

End point, long except Gg. 

.208 

.111 *055 

.111 

Fitting. All bolts. *For ea. Hop. sup. straps. 

8 

End point, middle or short. 

.166 

111 .... 

.111 

Fitting all bolts. 

9 

End slope plank. 

.138 

.111 .... 

.070 

Fitting and securing. 

10 

End slope plank bracket. 

.015 

.006 .... 

.027 

Fitting and securing. 

11 

Housing plank under center sill, except Gg. 

.138 

.111 .... 

.111 

Fitting. All bolts. 

12 

Housing plank under center sill or hopper side 
plank, full section—Gg. 

.416 

.346 .... 

*.484 

Fitting. All bolts. *Frame and put together 

13 

Housing plank under center sill or hopper side 
plank, per plank—Gg. 

.138 

.111 .... 

.070 

with strap. 

Fitting. All bolts. 

14 

Rest, over or back of bolster—Gg. 

.346 

.277 .... 

.277 

Fitting. All bolts. 

15 

Rest, cross ridge, top or bottom—Gg. 

.346 

.277 

.208 

Fitting. All bolts. 

16 

Rest, on end plank—Gg. 

.277 

.208 .... 

.208 

Fitting. All bolts. 

17 

Rest, short or cross section tie. 

.138 

.070 .... 

.387 

Placing. 

18 

Rest post, cross ridge—Gg. 

.070 

.055 .... 

.166 

Placing. 

19 

Rest post, end or over bolster—Gg. 

.138 

.083 .... 

.111 

Fitting. All bolts. 

20 

Side plank, bottom or middle, except Gg. 

.208 

.111 .055 

.208 

Fitting. All bolts. 

21 

Side plank, top except Gg. 

.346 

.166 .... 

.277 

Fitting. All bolts. 


314 













































































Sec. 22 CHUTE, HOPPER CARS, IRON PARTS 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Chute covering, metal, per section—Gg. 


.338 



All bolts, lags or rivets. 

2 

Hopper support strap or bed iron—Gg.. 

.346 

.277 

.083 


All bolts in side sills and center cast block. 

3 

Hopper support strap or bed iron except Gg. .. 

.277 

.208 

.083 


All bolts in side sills. 

4 

Hopper support strap or bed iron, straightened 







on car. 

.... 



.208 

Straightening only. 

5 

Hopper support strap center cash block—GG .. 

.166 

.138 

.070 


All bolts. 

6 

Housing, or hopper side plank strap—Gg. 

.208 




All bolts. 

6 

Rest bracket on side sill—Gg. 

.138 

.111 



Securing all bolts or lags. 

7 

Rest pocket on side plank—Gg. 

.070 

.055 



All bolts. 

8 

Yoke for center sill cover. 

.138 

.111 



All bolts. 

Sec. 23 CLEANING CARS AND PREPARING 







CARS FOR PAINT 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

End sill for paint—steel underframe. 




.042 

Removing scale and rust. 

2 

Inside, half side or end for paint—Refrigerator 







or Produce. 



/ 

.098 

Sand papering, removing tacks, nails and setting 







nail heads. 

3 

Inside ceiling for paint—Refrigerator or Produce 




.208 

Sand papering, removing tacks, nails and setting 







nail heads. 

4 

Nails for inside—Box. 




.277 

Removing blocks or strips from posts, lining 







floor and sweep out. 

5 

Nails from inside—Stock. 




.138 

Removing blocks or strips from posts or slats 







and floor. 

6 

Nails from insideGondola or from floors of flat cars 




.138 

Removing blocks and strips. 

7 

Cleaning car for light weighing. 




.138 

Removing rubbage, dirt or lading. 

8 

Outside end sheet, slope sheets and bolster for 







paint—Hopper. 




.158 

Removing scale and rust. 

9 

Outside, one side for paint—Hopper. 




.158 

Removing scale and rust. 

10 

Outside, one end for paint—Gondola. 




.083 

Removing scale and rust. 

11 

Outside, one side for paint—Gondola. 




.332 

Removing scale and rust. 

12 

Outside of body, half side or end for paint— 







Refrigerator. 




.236 

Scraping off loose paint, sand papering, remov¬ 







ing tacks and nails. 

13 

Outside of body, half side or end for paint— Pro¬ 







duce or Box. 




.070 

Removing tacks, strips and loose nails. 

14 

Scrubbing inside—Box or Refrigerator. 




.346 

Sweeping and disinfecting. 

15 

Side sill for paint—Steel underframe. 




.111 

Removing scale and rust. 

16 

Stock car floor. 




.208 

Removing all manure, bedding, etc. 

17 

Stripping for paint—Cabin or Ta. 




1.038 

Removing inside fixtures, all tacks and nails 





s 


from inside and outside of car and setting nail 







heads. 

18 

Stripping for paint—Tb. 




2.772 

Removing inside fixtures, all tacks and nails 







from inside and outside of car and setting nail 







heads. 

19 

Underneath, between bolsters for paint—Hopper 




.630 

Removing scale and rust. 

20 

Underneath, full length for paint—Gondola.. . . 




.332 

Removing scale and rust. 

21 

Underneath, full length for paint—Steel under¬ 







frame . 




.332 

Removing scale and rust. 

22 

Spikes from side door—Box or stock. 




.070 

Removing all nails and cleats to make door 







operative. 

23 

Card Board. 




.035 

Removing all tacks and nails. 

Sec. 24 COUPLER RELEASE RIGGING, 







IRON PARTS 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Chain — Cabin. 

.070 




Securing to hand rail. 

2 

Connecting chain. 

.070 




Clevis, pin, washer and key. 

3 

Lever — Old style.. . 

.042 

.027 



Placing and connecting clevis. 

4 

Lever — Carmer . 

.042 

.027 



Placing. 

5 

Lever, lift — Carmer . 

.042 

.027 



Bolt. 

6 

Lever bracket . 

.070 

.055 



All bolts or lags. 

7 

Lever clevis and pin . 

.027 

.015 



Securing. 

8 

Lever clevis pin . 

.027 



/• • * * 

Cotter key. 

9 

Lever link . 

.015 




Placing. 

10 

Lever or handle repaired on car. 

.... 



.042 

Straightening to proper clearance. 

11 

Rod — Kiesel . 

.070 

.055 



Placing. 

12 

Rod handle — Kiesel . 

.015 

.015 



Placing. 

13 

Rod handle cam — Kiesel. 

.055 

.042 



Rivet or cotter key. 

14 

Rod center arm — Kiesel . 

.138 

.111 



All brackets, bolts and connecting clevis. 

15 

Rod bracket — Kiesel . 

.070 




All bolts. 

16 

Shaft — Tb . 

.138 




Bushing, rivet and connecting chain. 

17 

Shaft lever and cap — Tb . 

.055 

.042 



Placing. 

18 

Shaft bracket on hand rail—Tb. 

.070 

.055 



All screws. 

19 

Shaft plate on end rail—Tb. 

.070 

.055 


.... 

All screws. 

20 

Shaft, bottom casting—Tb . 

.138 

.111 



All bolts. 


315 











































































Sec. 25 CUTTING OFF AND FORMING 







METAL PARTS—BY HAND 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Bolt or rod, on car, except truss rod. 




.015 

Riveting over nut. Not allowed when bolt or 







rod is renewed. 

2 

Brake chain link or eye bolt, on car. 




.027 


3 

Brace step bracket, per end on car. 




.055 

Dressing ends. 

4 

Hand hold, per end, on car. 




.042 

Dressing end. 

5 

Pressed or rolled sill per lin. inch, on car. 




.054 

Dressing end. 

6 

Pressed or rolled sill, per lin. inch off car. 




.032 

Dressing end. 

7 

Pressed steel sheets, per lin. inch on car (in- 







eludes end, sides, floor, slope, hopper, ridge, 







hood, gussets, etc.). 




.006 

Dressing end. 

8 

Truss rod, on car. 




.021 

Riveting over nut. Not allowed when truss rod 







is renewed. 

9 

Pressed or rolled steel parts other than sills or 







sheets, }/i" thick, per lin. inch on car. 




.017 

Dressing and straightening end or edge. 

10 

Pressed or rolled steel parts other than sills 







thick, per lin. inch on car. 




.027 

Dressing and straightening end or edge. 

11 

Pressed or rolled steel parts other than sills Y" 







thick, per lin. inch on car. 




.037 

Dressing and straightening end or edge. 

12 

Pressed or rolled steel parts other than sills l /i" 







thick, per lin. inch off car. 




.005 

Dressing and straightening end or edge. 

13 

Pressed or rolled steel parts other than sills 







thick, per lin. inch off car. 




.009 

Dressing and straightening end or edge. 

14 

Pressed or rolled steel parts other than sills Yi 







thick, per lin. inch off car. 




.015 

Dressing and straightening end or edge. 

15 

Pressed steel parts flanging, }/± thick, per lin. 







inch off car.. 


i 


.003 

One edge. Heating when necessary. 

16 

Pressed steel parts flanging, %” thick or over, 







per lin. inch off car. 




.010 

One edge. Heating when necessary. 

17 

Overhead coupler release lever keeper.. . 




.055 

Dressing edge. 

18 

Cutting out steel patch on shears per lin. ft cut. 




.042 

Laying off. 

Sec. 26 DECK RAILS TB CAR 

A 

B 

c 

D 

EXPLANATION AND WORK INCLUDED 

1 

Bottom.. 

1.386 

.970 


2.079 

Fitting. All rods. 

2 

Circled end. 

.208 

.138 


.277 

Fitting. All screws. 

3 

End panel, inside. 

.138 

.111 


.... 

Fitting. All screws. 

4 

End panel, outside. 

.208 

.138 


.... 

Fitting. All screws. 

5 

Mullion. 

.070 

.055 


.138 

Fitting and placing. 

6 

Top. 

1.109 

.832 


1.109 

Fitting. All rods. 

Sec. 27 DOME-CABIN AND TA CARS,WOOD PARTS A 

B 

c 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Circled fascia. 

.138 

.138 


.138 

Fitting and securing. 

2 

Corner post. 

.193 

.138 


.277 

Fitting and securing. 

3 

Corner stile. 

.138 

.111 

.... 

.277 

Fitting and securing. 

4 

Dome. 

1.941 

1.663 

1.038 


Fitting. Lug or eye bolts and plates. 

5 

Lining, per lin. ft. 

.070 

.... 

.... 

.... 

Fitting and securing. 

6 

Mullion. 

.138 

.... 


.208 

Fitting and placing. 

7 

Paper rack strip. 

.055 

.042 


• • • • 

Fitting and securing. 

8 

Roofing, per lin. ft. 

.166 

.166 

.... 


Fitting and securing. 

9 

Sash guide rail—Og type. 

.138 

.111 

.... 

!346 

Fitting. All* screws. 

10 

Sash guide rail—Plain type. 

.138 

.111 


.208 

Fitting. All screws. 

11 

Siding, per lin. ft. 

.098 


• • • • 


Fitting and securing. 

12 

Top or bottom rail. 

.416 

]346 


.693 

Fitting and securing. 

13 

Water table—Cabin. 

.138 

.111 


.... 

Fitting and securing. 

14 

Water table—Ta. 

.111 

.070 

.... 


Fitting and securing. 

15 

Water table bracket. 

.070 

.055 


.070 

Fitting and securing. 

16 

Window sill. 

.208 

.... 



Fitting and securing. 

Sec. 28 DOORS—BOX AND STOCK CARS, 







WOOD PARTS 

A 

B 

M 

D 

EXPLANATION AND WORK INCLUDED. 

1 

End—Framed door. 

.138 

.111 

.346 


Fitting and placing. 

2 

End—Nailed door. 

.138 

.111 

.277 


Fitting and placing. 

3 

End—bar with channel. 

.098 

.083 

.055 

<138 

Bolt. *Fitting and securing to channel. 



* 




All bolts and screws. 

4 

End, batten—Nailed door. 

.070 



.... 

Fitting and securing. 

5 

End, cap or housing board. 

.098 

.083 

.055 


Fitting and securing. All bolts or screws. 

6 

End, closing—X24 or X25. 

.... 


.... 

!098 

Not allowed when any repairs are made to door. 

7 

End, or side closing—Others. 

.... 


.... 

.027 

Not allowed when any repairs are made to door. 

8 

End, filler—X24 or X25. 

.070 

!055 

.... 

.070 

Fitting and securing. 

9 

End guide rail filling piece. 

.052 


.... 

.070 

Fitting and placing. 

10 

End, lining, per lin. ft.—X24 or X25. 

.208 


.... 


Fitting and securing. All bolts. 

11 

End, lock strip. 

.111 

.083 

.... 

!042 

Fitting. All bolts or lags. 

12 

End, siding, per lin. ft. 

.070 


.... 

.... 

Fitting and securing. 

13 

End, slat—Nailed door. 

.070 


.... 

— 

Fitting and securing. 


316 
















































































Sec. 28 DOORS, BOX AND STOCK CARS, 

Contd. WOOD PARTS—Continued 

A 

B 

M 

D 

EXPLANATION AND WORK INCLUDED. 

14 

End, stile—Framed door. 

.138 

.111 


.138 

Fitting. All joint bolts. 

15 

End, top or bottom rail—Framed door. 

.138 

.111 


.193 

Fitting. All joint bolts. 

16 

Hay box—Ke type. 

.166 

*.111 

.208 


Fitting. All hinges and hasps. *A11 hinges. 

17 

Hay box—Ky type ... 

.208 

*.111 

.208 


Fitting. All hinges hasp and hook. * A11 hinges. 

18 

Hay box—Kf type. 

.236 

*.106 

.277 

.... 

Fitting. All hinges hasp and hook. *A11 hinges. 

19 

Hay box, batten, long. 

.138 



.... 

Fitting and securing. 

20 

Hay box, batten, short. 

.070 


.... 

.... 

Fitting and securing. 

21 

Hay box, filling piece. 

.042 




Fitting and securing. 

22 

Hasp or keeper block. 

.083 

.070 

.... 

.070 

Bolts or lags. 

23 

Head piece—Plain. 

.098 

.070 

.... 


Fitting and securing. 

24 

Head piece rabbeted. 

.098 

.070 


. iii 

Fitting and securing. 

25 

Head piece—Kf. 

.138 

.111 


.166 

Fitting all rods. 

26 

Inside ventilator—box. 

.070 

.055 

.... 

.070 

Fitting and hinges. 

27 

Inside ventilator, button. 

.042 




Securing. 

28 

Roof trap—Stock. 

.138 

.iii 


.208 

Fitting. All hinges. 

29 

Side, ventilator—Framed door. 

.277 

.193 

2^046 

.... 

Fitting and placing. 

30 

Side—Nailed door. 

.277 

.193 

.693 

.... 

Fitting and placing. 

31 

Side solid—Framed door. 

.277 

.193 

.832 

.... 

Fitting and placing. 

32 

Side—Kf or Ky type. 

.277 

.193 

2.046 

• . • • 

Fitting and placing. 

33 

Side—Kfa type. 

.277 

.193 

1.386 

.... 

Fitting and placing. 

34 

Side, bar. 

.111 

.098 


.098 

Chain and eye bolt. 

35 

Side, batten—Nailed door. 

.138 


.... 


Fitting and securing. 

36 

Side, bottom, mullion—Kf type. 

.070 

!055 

. 

!l66 

Fitting and placing. 

37 

Slide, cap or housing board—Single door. 

.166 

.111 

.070 

• • • • 

Fitting and securing. All bolts or screws. 

38 

Side, cap or housing board—Double door. 

.346 

.277 

.070 

.... 

Fitting and securing. All bolts or screws. 

39 

Side, center batten, per bolt—Kfa type. 

.027 

.... 

• • • • 

.... 

Fitting and boring holes. 

40 

Side or end, filling piece or brace, per section— 
Nailed door. 

.070 

.042 



Fitting and securing. 

41 

Side, guide rail filling piece. 

.052 

.027 

• • • • 

.083 

Fitting and placing. 

42 

Side, guide rail filling block. 



.... 

.027 

Placing. 

43 

Side, housing board block. 

.070 

.055 

.... 

.055 

All bolts. 

44 

Side, lock strip. 

.138 

.111 

.... 

.070 

Fitting. All bolts or lags. 

45 

Side panel, per lin. ft.—Ky or Kf type. 

.070 

• • • • 

.... 

.... 

Fitting and securing. 

46 

Side, refitting to car. 


.... 

.... 

.138 

Not allowed when door is renewed or R. & R. 

47 

Side, siding, per lin. ft. 

!l38 


.... 


Fitting and securing. 

48 

Side, slat or rail, framed ends— per bolt. 

.027 

!027 

.... 

]070 

Fitting and boring holes. 

49 

Side, slat plain per bolt—Kfa type. 

.027 

.... 

• • • • 

. • • • 

Fitting and boring holes. 

50 

Side, slat plain, others than Kfa type. 

.138 

.... 

.... 


Fitting and securing. 

51 

Side, stanchion post furring. 

.138 

.... 

.... 

‘.m 

All bolts. 

52 

Side stile, top, bottom or middle rail—Framed 
door. 

.277 

.208 


.346 

Fitting. All joint bolts or corner plates. 

53 

Side, stile per bolt—Kfa type. 

.027 


.... 

.... 

Fitting and boring holes. 

54 

Side, top mullion—Kf type. 

.070 

.055 

.... 

.083 

Fitting and placing. 

55 

Stiffener. 

.138 

.111 


.070 

All bolts. 

56 

Side stanchion post. 

.180 

.138 

.... 

.208 

Placing bolts in door extra. 

Sec. 29 DOORS, BOX AND STOCK CARS, 

IRON PARTS 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 


1 

Bar Staple and tumbler. 

.042 

.027 


_ Se curing. 

2 

Bar guide iron. 

.070 

.055 

.027 

.... All lags. 

3 

Bar Eye bolt and chain. 

.042 


.... 

.... Securing to bar. 

4 

Bar pivot plate. 

.070 

.055 


.... All screws. 

5 

Bar bracket. 

.138 

.111 


.... All bolts. 

6 

Corner plate—Kf. 

.111 

.098 


.... All bolts. 

7 

Dunham hanger and wheel. 

.138 

.111 

.... 

.... All bolts or screws. 

8 

Dunham hanger wheel. 

.015 



.... Placing. 

9 

End— steel... 

1.386 

1.’ 109 

'.m 

.... All hinge bolts. 

10 

Flush or bulged plate, complete—Stock. 

.111 

.083 

.... 

.... All bolts and keeper. 

11 

Flush or bulged outside plate—Stock. 

.098 

.083 


.... All bolts. 

12 

Flush or bulged plate keeper. 

.015 

.... 

.... 

.... Placing. 

13 

Guide Bracket. 

.098 

.083 


.... All bolts or screws. 

14 

Hasp and staple—1 or 2 bolt. 

.070 

.055 


.... Fitting. All bolts. 

15 

Hasp and staple—3 or more bolts. 

.098 

.083 


.... Fitting. All bolts. 

16 

Hasp, hinged. 

.083 

.070 


- Lag. 

17 

Hasp staple plate. 

.027 

.015 

.... 

.... All screws. 

18 

Hasp keeper or eye bolt.:. 

.070 

.055 

.... 

.... Securing. All bolts. 

19 

Hand hold. 

.083 

.070 

.... 

.... Fitting. All bolts or screws. 

20 

Hanger or slide casting—Top or bottom. 

.098 

.083 

.... 

.... Fitting. All bolts. 

21 

Head angle iron—Xlc. 

.416 

.277 

.... 

.... All bolts and lags. 

22 

1 beam stanchion post. 

.138 

.111 

.... 

.... Placing. Securing with key. 

23 

1 beam stanchion post bottom bracket. 

.138 

.111 

.... 

.... Fitting. All bolts. 

24 

1 beam stanchion post top bracket, per section... 

.111 

.098 

.... 

.... Fitting. All lags and screws. 

25 

1 beam stanchion post key. 

.027 

.015 

.... 

.... Placing. 

26 

1 beam stanchion post bracket on side plate. 

.070 

.055 


.... All bolts and lags. 

27 

Rail or track, per bolt. 

.042 

.042 

*042 

.... Securing. 

28 

Rail cap or housing. 

.208 

.138 


.... All bolts or screws. 


317 


















































































Sec. 29 DOORS, BOX AND STOCK CARS, 
IRON PARTS—Continued. 


A B C D EXPLANATION AND WORK INCLUDED. 


29 Rail bracket.027 

30 Rail or track straightened on car. 

31 Rail top side, lubricating per door—X23 type. 

32 Seal eye.070 

33 Seal hook and chain.027 

34 Side, steel.555 

35 Slide bolt and casing—X24.208 

36 Side bolt.070 

37 Stop.070 

38 Strap, angle or T, per screw.009 

39 Strap, angle or T, per rivet.027 

40 Strap, angle or T, per bolt.027 

41 Top guide casting.083 

42 Ventilator rod, long.055 

43 Ventilator rod, short.027 

44 Wagner rod, long.277 

45 Wagner rod, short.180 

46 Wagner rod shoe.027 

47 Wagner rod rest casting.Ill 

48 Wagner rod clamp and plate.070 

49 Wagner rod lever.070 

50 Water table, single.083 

51 Water table, double.166 

52 Wire netting, per section.249 

53 Rail Br top modified Wagner type.010 

54 Side stanchion post.055 

55 Strengthening ventilator rod on car. 

56 Rod complete.208 


027 


.... 

Bolt, lag or screw. 



.070 

Tightening bolts when necessary. 


.... 

.042 

Operating door. 

055 



All screws and plate. 

015 



Securing with staple. 

416 



Placing. 

193 



All bolts and ferrules. 




Set screws. 

055 



All bolts or lags. 

009 

.009 


Fitting, boring holes and securing. 

027 

.027 


Fitting, boring holes and securing. 

027 

.027 


Fitting, boring holes and securing. 

055 



All bolts or screws. 

027 



Placing. 

010 



Placing. 

249 



All clamps, plates, rest casting and shoes. 

138 



All clamps, plates, rest casting and shoes. 




Placing. 

098 



Fitting. All bolts and plates. 

055 



All bolts. 




Rivet. 

070 



All screws. 

138 



All screws. 

166 



Fitting. All bolts, straps and strips. 

006 



Fitting and placing bolt on rod extra. 

042 



Fitting bolt. 



006 

Repairing to proper shape. 

193 



All clamps and bolts. 


Sec. 30 DOORS, REFRIGERATOR AND PRO- 



DUCE CARS, WOOD PARTS 

A 

B 

M 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Half side—Rf, R7 or Xm. 

.832 

.555 

1.247 


Fitting all irons, except door rod and uphol¬ 
stering. 

2 

Half side—Other Refrigerator or Produce. 

.693 

.555 

1.109 


Fitting all irons, except door rod and uphol¬ 
stering. 

3 

Half side, brace. 

.138 



.070 

Fitting and placing. 

4 

Half side, false lining, per lin. ft. 

.027 




Fitting and securing. 

5 

Half side, lining per lin. ft. 

.070 




Fitting and securing. 

6 

Half side rail.. 

.277 



.208 

Fitting and placing. 

7 

Half side, siding, per lin. ft. 

.193 




Fitting and securing. 

8 

Half side, stile—Rf, R7 or Xm. 

.277 

.208 


.484 

Fitting. All rods. 

9 

Half side, stile—Other Refrigerator or Produce. 

.277 

.208 


.346 

Fitting. All rods. 

10 

Half side upholstering spring strip. 

.070 

.055 



Fitting. All springs. 

11 

Hatch cover. 

.208 

.138 

.346 


All hinges and hasp hook. 

12 

Hatch plug. 

.138 

.070 

.555 


All rings and eye bolts or hand holds and chain. 

13 

Hatch cover, edge strip, per section. 

Hatch cover, frame in roof. 

.042 



.... 

Fitting and securing 

14 

.208 

.193 

.193 


Fitting and securing. 

15 

Hatch cover, frame in roof, per section. 

.083 




Fitting and securing. 

16 

Hatch cover, hinge piece. 

.208 

.193 


.138 

Fitting. All screws. 

17 

Hatch cover rest block. 

.070 

.055 


.070 

Fitting. All screws. 

18 

Hatch plug, beveled piece, per section. 

.070 

.055 


.138 

Fitting and securing. 

19 

Side, head piece or sub door sill. 

.138 

111 


.277 

Fitting and placing. 

20 

Side, water table. 

.138 

.111 


.070 

Fitting and securing. 

21 

Half side closing per pair. 




.027 

Not allowed when repairs are made to door. 


Sec. 31 DOORS, REFRIGERATOR AND PRO¬ 
DUCE CARS, IRON PARTS 

A 

B C 

D EXPLANATION AND WORK INCLUDED. 

1 

Hatch cover. 

.166 

.138 .... 

.... All key bolts. 

2 

Hatch cover, band. 

.166 

.138 .... 

.... All screws. 

3 

Hatch cover, brace R7. 

.070 

.055 .... 

.... Placing. 

4 

Hatch cover, brace—Others. 

.027 

.015 .... 

.... Placing. 

5 

Hatch cover, brace bracket. 

.070 

.055 .... 

.... All bolts. 

6 

Hatch cover, hinge. 

.070 


.... All screws, bolts or lags. 

7 

Hatch cover, strap hasp. 

.166 

.' 138 

.... All bolts or screws. 

8 

Hatch plug chain and eye bolt. 

.070 

.055 .... 

.... Securing with bolt or keeper. 

9 

Hatch plug chain keeper. 

.055 

.042 .... 

.... All screws. 

10 

Hatch plug ring or hand hold and eye bolt. 

.042 

.027 .... 

.... Securing. 

11 

Side, hinge. 

.277 


.... Fitting. All bolts or screws. 

12 

Side, hook or staple plate. 

.070 

.055 

.... All screws. 

13 

Side latch R7. 

.055 


.... Bolt, 

14 

Side latch plate. 

.070 

.055 

.... All screws. 

15 

Side rod. 

.208 

.193 .... 

.... All clamps and bolts. 

16 

Side rod clamps and plate. 

.070 


.... All bolts. 


318 









































































































Sec. 31 DOORS, REFRIGERATOR AND 

PRODUCE CARS, IRON PARTS—Contd. A B C D EXPLANATION AND WORK INCLUDED. 


17 

18 
1 $ 
20 
21 
22 


Side, rod keeper—R7 . . . 
Side rod keeper—Others. 
Side, rod stop or fulcrum 

Side, seal casting. 

Side, seal hook and chain 
Side, threshold plate. 


.111 

.098 .... 

.... Fitting. Latch, all bolts and screws. 

.070 

.055 .... 

.... Fitting. All screws or lags. 

.070 

.055 .... 

.... All bolts. 

.070 

.055 .... 

.... Fitting. All bolts. 

.042 

.027 .... 

.... Securing with eye bolt. 

.166 

.111 .... 

.... Fitting. All screws. 


Sec. 32 DOORS, CABIN, TOOL, PICKUP AND 
POLING CARS, WOOD PARTS 

A 

B 

M 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Batten—key type. 

.111 




Fitting and securing. 

2 

Batten—plain typg. 

.070 




Fitting. All screws. 

3 

Cupboard and wardrobe. 

.208 

*.138 

.277 


Fitting. All hinges, slide bolt and knob. *Fit- 

4 

Casing and side section. 

.166 

.138 


.070 

ting. All hinges. 

Fitting all screws or nails. 

5 

Casing, end, top section. 

.138 

.070 


.042 

Fitting. All screws or nails. 

6 

Casing or jamb, partition, side section. . . 

.098 

.070 



Fitting and securing. 

7 

Casing or jamp, partition, top section. 

.070 

.042 



Fitting and securing. 

8 

End. 

.484 

*.208 



Fitting. All hinges, locks and water table. 

9 

End, small poling car or partition stile. 

.208 



'208 

*Fitting. All hinges. 

10 

End, small poling car or partition, rail. 

.208 



.208 

Fitting and securing. 

11 

Equipment box. 

.208 

*.138 

.208 


Fitting. All hinges, hasp and chain hook. 







*Fitting. All hinges. 

12 

Glass mullion. 

.070 



.138 

Fitting and securing. 

13 

Glass strip, per section. 

.015 



.027 

Fitting and securing. 

14 

Guard or fender strip. 

.111 

.083 



Fitting. All screws. 

15 

Guard, bottom rail. 

.138 

.111 


.138 

Fitting. All screws. 

16 

Guard, top rail. 

.138 

.111 


.208 

Fitting. All screws. 

17 

Guide strip. 

.138 

.111 


.138 

Fitting. All screws. 

18 

Guide rail filling piece. 

.052 

.027 


.083 

Fitting. All screws. 

19 

Head piece, end—Tb. 

.555 

.277 


.555 

Fitting. All screws. 

20 

Head piece, side. 

.138 

.070 



Fitting. All screws. 

21 

Ice box. 

.208 

*.138 

.555 


Fitting. All hinges and hasp. *Fitting. All 







hinges. 

22 

Lock strip . 

.138 

.111 


.077 

Fitting. All screws. 

23 

Lock strip cap. 

.138 

.111 



Fitting. All screws. 

24 

Partition—Panel type. 

.416 

*.208 



Fitting. All hinges and door lock. *Fitting. 







All hinges. 

25 

Partition—Batten. 

.416 

*.208 

.277 


Fitting. All hinges and door lock. *Fitting. All 







hinges. 

26 

Panel, long. 

.070 

.055 


.193 

Fitting and securing. 

27 

Panel, short. 

.070 

.055 


.111 

Fitting and securing. 

28 

Panel mullion. 

.138 

.111 


.208 

Fitting and securing. 

29 

Panel moulding, per lin. ft. 

.015 

.015 


.027 

Fitting and securing. 

30 

Post furring strip. 

.070 




Fitting and securing. 

31 

Refitting... 




.138 

Fitting to door opening. 

32 

Sash guide strip, per section. 

.070 

.055 


.070 

Fitting. All screws. 

33 

Screen frame wire. 

.277 

.193 

.693 


Fitting. All hinges, knob and lock. 

34 

Screen frame stile. 

.208 

.138 


.208 

Fitting and securing. 

35 

Screen frame rail—Top, bottom or middle. 

.138 

.111 


.138 

Fitting and securing. 

36 

Screen frame brace. 

.070 

.055 



Fitting and securing. 

37 

Screen frame molding, per section. 

.042 




Fitting and securing. 

38 

Side—Small poling. 

.208 

.138 



Fitting. All hangers. 

39 

Side—Others. 

.346 

.277 



Fitting. All hangers. 

40 

Side, stile. 

.277 

.193 


'.277 

Fitting. All joint bolts. 

41 

Side, rail. 

.277 



.277 

Fitting. All joint bolts. 

42 

Sill, end, outside. 

.138 

'ill 


.208 

Fitting. All screws. 

43 

Sill, end, inside. 

.083 

.070 


.070 

Fitting and securing. 

44 

Sill, side, outside. 

.208 

.166 * 


.277 

Fitting. All screws. 

45 

Stop strip or casing on partition, per lin. ft... . 

.015 

.015 



Fitting and securing. 

46 

Wash stand. 

.166 

*111 

.138 

.... 

Fitting. All hinges, slide bolts and knob. *Fit- 







ting. All hinges. 

47 

Water table. 

.083 



.070 

Fitting. All screws and weather strip. 

48 

Weight guide strip. 

.070 

.055 



Fitting. All screws or nails. 

49 

Weight guide strip cover board. 

.138 

111 



Fitting. All screws or nails. 

* 

Sec. 33 DOORS, CABIN, TOOL, PICKUP AND 







POLING CARS;* IRON PARTS 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Angle strap. 

.166 

.138 



Fitting. All screws. 

2 

Edge or guide strap. 

.083 

.070 



Fitting. A1 screws. 

3 

Guide rail, per screw. 

.027 

.027 



Securing. 

4 

Guide casting on floor. 

.070 

.055 



Fitting. All screws. 


319 




















































































Sec. 33 DOORS, CABIN, TOOL, PICKUP AND 
POLING CARS, IRON PARTS—Continued 


A 


B 


C 


D EXPLANATION AND WORK INCLUDED. 


5 

Hinge, butt. 

.083 




Fitting. All screws. 

6 

Hinge, strap or T, less than 8". 

.070 

.... 



Fitting. All screws. 

7 

Hinge, strap or T, 8" or over. 

Hinge hasp or keeper. 

.111 

.... 



Fitting. All screws. 

8 

.070 

.055 



Fitting. All screws. 

9 

Latch or latch keeper. 

.083 

.070 



Fitting. All screws or bolts. 

10 

Lock strip pocket.. 

.070 

.055 



Fitting. All screws. 

11 

Post protection plate. 

.277 

.249 



Fitting. All screws. 

12 

Sheave hanger and wheel. 

.138 

.111 



Fitting. All screws or bolts. 

13 

Sheave wheel.:. 

.015 




Placing. 

14 

Side sill, protection plate. 

.277 

.277 



Fitting. All screws. 

15 

Sill, cast iron—Cabin. 

.138 

.111 



Fitting. All screws. 

16 

Sill, cast iron per section—Tb. 

.166 

.138 



Fitting. All screws. 

17 

Sill, strap end. 

.070 

.055 



Fitting. All screws. 

18 

Sill, strap, side. 

.138 

.111 



Fitting. All screws. # 

19 

Wire netting—Door. 

.277 

.... 



Securing. All moulding. 

20 

Wire netting—Window. 

.208 

.... 



Securing. All moulding. 


Sec. 34 DOORS. BOTTOM AND SIDE DROP, 







WOOD PARTS 

A 

B 

M 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Bottom—Gg type.. . 

.693 

.555 

*1.247 


All hinge bolts and connecting reach rods. *Put - 






ting together with all irons. 

2 

Bottom—Ge type. 

.277 

.208 

*.346 


Hinge rod and connecting chains. *Putting to¬ 






gether with all irons. 

3 

Bottom—Gi type. 

.277 

.208 

*.416 

.... 

Hinge rod and connecting chains. *Putting to¬ 






gether with all irons. 

4 

Bottom—other hopper cars. 

.277 

.208 


.138 

Hinge rod and connecting chains or links. 

5 

Bottom flooring, per lin. ft. or less. 

.166 




Fitting. All belts. 

6 

Bottom plank, hopper car except—Gg. .. 

.208 


.... 


Fitting. All bolts. 

7 

Bottom cleat with plate. 

.138 

.... 

.... 

.055 

All rivets. 

8 

Bottom cleat without plate. 

.070 

.... 


.055 

Securing. 

9 

Side. 

.193 

.138 

* .416 

.... 

All hinges, bolts. *A11 bolts and irons except 







hand hold. 

10 

Side, plank. 

.277 



.... 

Fitting. All bolts. 


Sec. 35 DOORS, BOTTOM AND SIDE DROP, 
IRON PARTS 

A 

B 

C D 

EXPLANATION AND WORK INCLUDED. 

1 

Bottom, single steel—Gon. 

.193 

.098 


All key bolts. 

2 

Bottom, double steel—Gon. 

.416 

.208 


All key bolts and connecting up link. 

3 

Bottom, single steel—Hopper. 

.208 

.111 

.... .... 

All key bolts. 

4 

Bottom, double steel—Hopper. 

.484 

.277 

. 

All key bolts and connecting up reach rod or 
link. 

5 

Bottom, single steel—Gpa type. 

.346 

.277 

.... • • • • 

All key bolts and connecting up reach rod. 

6 

Bottom, angle bar—Gn type. 

.138 

.111 

.... .... 

All bolts. 

7 

Bottom, cross bar—Gg type. 

.555 

.416 

.193 .... 

All bolts. 

8 

Bottom, cleat plate. 

.111 

.... 

.... .... 

All rivets. 

9 

Bottom, closing, per door, loaded car—Gpa type 

.... 


.346 

Jacking to place and securing winding up shaft. 

10 

B ottom, closing, per shaft, loaded car—Others. . 

.... 

.... 

.346 

Jacking to place and securing winding up shaft. 

11 

Bottom, closing, per shaft, empty car—Gpa type 



.166 

Winding up and securing. Not allowed when 
any repairs are made to doors. Repairs are 
made to car necessitating opening doors. 

12 

Bottom, closing, per shaft, empty car—Others. . 

.... 


.070 

Winding up and securing. Not allowed when 
any repairs are made to doors. Repairs are 
made to car necessitating opening doors. 

13 

Bottom, edge strap. 

.083 


.... .... 

All Bolts. 

14 

Bottom, eye bolt, single. 

.083 

!070 

.... .... 

Securing. 

15 

Bottom, eye bolt, per pair. 

.138 

.111 


Securing. 

16 

Bottom, hinge, single. 

.111 


*.055 

All bolts. *Straightening on car by jacking. 

17 

Bottom, hinge, double. 

.193 


.... *.111 

All bolts. *Straightening on car by jacking. 

18 

Bottom, hinge—Gg. 

.277 


.... .... 

All bolts. 

19 

Bottom, hinge butt—Gg. 

.138 

Mil 


Fitting, all bolts. 

20 

Bottom, hinge butt—Others. 

.083 

.070 


Fitting, all bolts. 

21 

Bottom, hinge, rusted fast. 



'in 

Key bolt. Only allowed when necessary to heat. 

22 

Side, chain and key. 

.042 



Bolt. 

23 

Side, hinge. 

.193 



All bolts. 

24 

Side, hinge butt. 

.055 



Fitting. All bolts. 

25 

Side, keeper plate. 

.083 


.... .... 

All bolts. 

26 

Side, keeper. 

.098 

.083 


Fitting. All bolts. 

27 

Bottom, temporary support—loaded cars. 

.138 



All bolts, plates and moving load. 


320 



























































































Sec. 36 DOORS, IRONING AT CAR ABC 


D EXPLANATION AND WORK INCLUDED. 


1 Drop bottom—Gd. type. 

2 Drop bottom—Gn. type. 

3 End—Box or stock. 

4 Side—Ta. 

5 Side—Tb. 

6 Side, Sliding—Box or stock. 

7 Side, suspended—Box. 

8 Side, sliding, ventilated—Box 

9 Side, suspended—Stock. 

10 Side, Wagner type—Box or Stock 


. 277 All bolts, irons, cleats and boring holes. 

. 346 All bolts, irons, cleats and boring holes. 

. 208 All bolts, irons and boring holes. 

. 236 All bolts, irons, screws and boring holes. 

.555 All bolts, irons, screws and boring holes. 

.277 All bolts, irons and boring holes. Straps, angles, 
or stiffeners, extra. 

. 346 All bolts, irons and boring holes. Straps, angles, 
or stiffeners, extra. 

. 346 All bolts, irons and boring holes. Straps, angles, 
or stiffeners, extra. 

.555 All bolts, irons and boring holes. Straps, angles, 
or stiffeners, extra. 

.484 All bolts, iron and boring holes. Straps, angles, 
or stiffeners, extra. 



RAGGING 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Chain, single. 

.070 




Securing to shaft and door. 

2 

Chain, double—Gd. 

.138 




Securing to shaft and doors. 

3 

Chain, Lind or Simonton. 

.208 

.166 



All hook bolts. 

4 

Chain housing casting, per section. 

.208 

.138 



All bolts. 

5 

Double sheave with arm. 

.098 

.070 



Placing and connecting chains. 

6 

Double sheave bracket. 

.208 

.138 



All bolts. 

7 

Link. 

.055 

.042 



Key bolt and clevis. 

8 

Link and turnbuckle combined. 

. .138 

.111 



Key bolt and T bolt. 

9 

Link clevis. 

.027 




Key bolt. 

10 

Link hanger. 

;098 

.098 



Key bolt and rivet. 

11 

Locking cam or lever. 

.138 

.111 



Bolt. 

12 

Operating cam.?. 

.166 

.138 



Key. 

13 

Operating chain bar—Gpa. 

.138 

.111 



Placing and connecting chains. 

14 

Operating sheave wheel—Gpa. 

.138 

.070 


.... 

Bolt and connecting chain. 

15 

Pawl. 

.070 

.055 



Bolt. 

16 

Reach rod with turnbuckle—Gl, Gg. 

.166 

.111 

.055 


Securing. Cotter, washer and adjusting to 







proper length. 

17 

Reach rod with turnbuckle—Gpa. 

.138 

.098 

.055 


Securing. Cotter, washer and adjusting to 







proper length. 

18 

Reach rod slide casting—Gpa. 

. .070 

.055 

.... 

.... 

All bolts. 

19 

Reach rod connecting bar. 

. .070 

.055 

.... 

.... 

All key bolts. 

20 

Reach rod fulcrum plates, per pair or casting 

. .138 

.111 

.... 

.... 

All key bolts. 

21 

Reach rod or T bolt turnbuckle. 

.138 

.111 



Securing. 

22 

Tumbler. 

. .070 

.055 

.... 


Bolt. 

23 

Winding shaft—Gg. 

.693 

.484 


.... 

Cams, key and connecting reach rods. 

24 

Winding shaft—Gl. 

.416 

.346 

.208 

.... 

Cams, ferrule, spool, key and connecting reach 







rods. 

25 

Winding shaft—Gla. 

.346 

.277 

.166 

.... 

Cam, ratchet wheel, cotter key and connecting 






■* 

reach rod. 

26 

Winding shaft—Gpa. 

.756 

.484 



Socket and ratchet wheels, cotter key and con¬ 







necting chains. 

27 

Winding shaft—Gn, Gh, Gad. 

.346 

.277 

.166 

• • • • 

Ratchet wheel, worms, cotter key and connect¬ 







ing chains. 

28 

Winding shaft—others. 

.277 

.208 

. . . • 


Ratchet wheel, key, ring and connecting chain 

29 

Winding shaft bearing or rest plate. 

.027 

.021 


.... 

Securing. 

30 

Winding shaft center bracket.. 

.208 

.138 

.... 


All bolts. 

31 

Winding shaft center worm. 

.098 

.... 

.... 

.... 

Securing and connecting chains. 

32 

Winding shaft chain sheave wheel. 

.055 

.042 

• • • • 

.... 

Securing. 

33 

Winding shaft key and washer.. 

.042 

.021 

.... 

.... 

Securing with ring. 

34 

Winding shaft plate, large—Gg. 

.277 

.208 

.... 

.... 

All bolts. 

35 

Winding shaft plate, large—others. 

.070 

.055 

.042 

.... 

All lags. 

36 

Winding shaft plate, small. 

.055 

.042 

.027 

.... 

All lags. 

37 

Winding shaft ratchet wheel. 

.027 

.... 

.... 

.... 

Placing. Not allowed when winding shaft is 







renewed. 

38 

Winding shaft side bracket. 

.277 

.208 

.... 

.... 

All bolts and spool or bushing. 

39 

Winding shaft socket wheel—Gpa. 

.098 

.083 

.... 

.... 

Securing. 

40 

Links and hangers with sheave chain link type... 

.083 

.070 

.... 

.... 

All key bolts and chain eye bolt rivets extra. 


Sec. 

38 DRAFT RIGGING, WOOD PARTS 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Draft timber, front of bolster. 

.630 

.484 


.484 

Fitting. All bolts through sills. Key blocks 







and tie plates. 

2 

Draft timber, back of bolster. 

.918 

.762 

.... 

.588 

Fitting. All bolts through sills. Key blocks 


and tie plates. 


321 


Piece Work 11 













































































D EXPLANATION AND WORK INCLUDED. 


Sec. 37 DOORS, DROP BOTTOM, OPERATING 

Contd. RIGGING—Continued. ABC 


3 

Draft timbers, with coupler and draft rigging, 
front of bolster, per pair. 


1.247 .. 


All bolts and irons except coupler carrier and 





lug bolt. 

4 

Draft timbers, with coupler and draft rigging, 
back of bolster, per pair. 


1.663 .. 


All bolts and irons except coupler carrier and 





lug bolts. 

5 

Draft timber, Ta. 

.762 

.623 .. 

.. .555 

Fitting. All bolts through sills. Key block and 






tie plates. 

6 

Draft timber false—Ta. 

.208 

.166 .. 

.. .416 

Fitting. All bolts. 

7 

Draft timber continuous No. 

1.260 

.970 ... 

.. .970 

Fitting. Tie plates and bolts through sills. 

8 

Draft timber—Tb. 

.832 

.693 .. 

.. .693 

Fitting. Tie plates and bolts through sills. 

9 

Draft timber—Gould or Miner head, front of 





bolster. 

.346 

.277 .. 

.. .277 

Fitting. Tie plates and bolts through sills. 

10 

Draft timber—Gould or Miner head, back of 






bolster. 

.693 

.484 .. 

.. .416 

Fitting. Tie plates and bolts through sills. 

11 

Draft timber filler piece, solid, front of bolster... 

.166 

.138 .. 

.. .208 

Fitting. All bolts. 

12 

Draft timber filler piece, solid, back of bolster... 

.277 

.208 

.277 

Fitting. All bolts. 

13 

Draft timber cross tie block. 

.138 

.111 .. 

.. .111 

Fitting. All bolts. 

14 

Draft timber coupler stop or filler block. 

.138 

.111 ... 

. .111 

Fitting. All bolts. 

15 

Draft timber chafing iron filler—Ta. 

.055 

.042 .. 

.. .111 

Fitting and securing. 

16 

Draft timber nut lock strip. 

.015 

. 


Fitting and securing. 


Sec. 39 DRAFTS AND COUPLERS, 



IRON PARTS 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Draft member, without sill flange, front or bol¬ 
ster . 

.630 

.484 



Fitting. Tie plates and bolts through sills. 

2 

Draft member, with sill flange, front or bolster... 

.832 

.693 



Fitfing. Tie plates and bolts through sills. 

3 

Draft member, without sill flange, back of bolster 

.918 

.762 



Fitting. Tie plates and bolts through sills. 

4 

Draft member, with sill flange, back of bolster... 

1.109 

.970 



Fitting. Tie plates and bolts through sills. 

5 

Draft member, Gould or Miner head, type. 

.346 

.277 


.... 

Fitting. Tie plates and bolts through sills. 

6 

Coupler, 5" x 7" or 6" x 8" shank, with or without 
yoke. 

.416 

.346 

*.138 


Placing and connecting release lever. ‘Dropping 

7 

Coupler, 5" x 5* shank, with or without yoke.... 

.277 

.208 

*.138 


front or back. 

Placing and connecting release lever. ‘Dropping 

8 

Coupler head—3 stem. 

.208 

.138 



front or back. 

All washers, key bolts and connecting release lever. 

9 

Coupler head—single stem. 

.193 

.138 



Bolt and connecting release lever. 

10 

Coupler center stem. 

.208 

.138 



Key bolts and washers. 

11 

Coupler side stem. 

.138 

.111 



Key bolts, washers and keys. 

12 

Coupler head base. 

.346 

.277 



All belts. 

13 

Coupler cross key. 

.138 

.111 

.055 


All cotters. 

14 

Coupler extension—Commonwealth. 

.416 

.346 



All bolts and key bolts. 

15 

Coupler extension yoke—Commonwealth. 

.416 

.346 



All key bolts. 

16 

Coupler knuckle. 

.070 

.055 



Pin and cotter. 

17 

Coupler knuckle pin. 

.042 

.... 



Cotter key. 

18 

Coupler knuckle lock. 

.070 

.042 



Bolt, key bolt or rivet 

19 

Coupler knuckle lock set. 

.042 




Ring, key or pin. 

20 

Coupler knuckle lock shoe. 

.042 

!027 



Bolt or key. 

21 

Coupler knuckle lock lever—Tb. 

.111 

.083 



Bolt and connecting chain. 

22 

Coupler tail strap casting. 

.138 

.111 



Pin, key and ring. 

23 

Coupler tail strap pin. 

.070 




Key and ring. 

24 

Coupler tail strap pin or stem key.. 

.042 




Ring. 

25 

Coupler tail strap pin or stem key ring. 

.015 

.... 



Securing. 

26 

Coupler stem. 

.070 




Key and ring. 

27 

Coupler yoke—key type. 

.138 

.’ill 



Placing. 

28 

Coupler yoke rear filler. 

.042 

.027 



Placing. 

29 

Coupler yoke rivet. 




.083 

Cutting off and backing out old rivet. 

30 

Coupler yoke rivet. 

.074 




Heating and riveting. 

31 

Coupler carrier—Graham type.. 

.138 

.111 



Securing. Two end bolts. 

32 

Coupler carrier—4 bolt, wooden underframe . .. 

.166 

.138 



Securing. All bolts except bolts through draft 

33 

Coupler carrier—6 bolt, wooden underframe.... 

.236 

.208 



timber. 

Securing. All bolts except bolts through dralt 

34 

Coupler carrier—2 bolt, steel underframe. 

.138 

.111 



timber. 

All bolts. 

35 

Coupler carrier—4 bolt, steel underframe. 

.193 

.138 



All bolts. 

36 

Coupler carrier—6 or more bolt, steel under¬ 
frame . 

.208 

.166 



All bolts. 

37 

Butler casing, per section. 

.166 

.138 



All bolts, tie plates or washers. 

38 

Chafing iron. 

.042 

.027 



Placing. 

39 

Cheeck casting—Graham type. 

.166 

.138 



All bolts. Tie plates or washers. 

40 

Filling casting between cheeck casting and end 
sill . 

.083 

.070 



Bolt. 

41 

Follower—Thimble type. 

.042 

.027 



Placing. 

42 

Follower plate or blocks. 

.070 

.055 



Placing. 


322 




































































DRAFTS AND COUPLERS, 
IRON PARTS—Continued. 


Sec. 39 


A B C D EXPLANATION AND WORK INCLUDED. 


43 Follower rest or guide, 2 bolts. 

44 Follower rest or guide, 3 bolts. 

45 Follower rest or guide, 4 bolts. 

46 Follower rest or guide, 8 bolts or more. . 

47 Friction draft gear, all types. 

48 Friction draft gear, inside parts, one or all. 

49 Key block . .. 

50 Rod, American continuous. 

51 Spring. 

52 Spring cross rod—Cardwell. 

53 Spring seat—Cardwell. 

54 Spring seat—Tb. 

55 Spring stem or cross rod, washer. 

56 Strap, bottom or draft. 

57 Stop, single or double, per bolt. 

58 Tie plate. 

59 Top cover plate—Fa. 

60 Top cover plate—Fa. 

61 Coupler carrier—Bittendorf type. 

62 Far low link or Bradford side spring pipe.. 


.098 

.083 .... 

.... All bolts. 

.138 

.111 .... 

.... All bolts. 

.193 

.166 .... 

.... All bolts. 

.208 

.193 .... 

.... All bolts. 

.346 

.277 .... 

.... Placing. 

.083 

.083 .... 

.... Placing in casing. 

.042 

.... .... 

.... Placing. 

.346 

.208 .... 

.... Cotter key or bolts. 

.070 

.055 .... 

.... Placing. 

.098 

.070 .... 

.... Nuts, keys and washers. 

.042 

.027 .... 

.... Placing. 

.111 

.083 .... 

.... All bolts. 

.015 

iiii !!!! 

.... Placing. 

.... All nuts. Not allowed with draft timber. 

.055 

.055 .... 

_ Securing. 

.055 

.042 .... 

.... All nuts. Not allowed with draft or bolt. 

.166 

.138 .... 

.... All screws. 

.346 

.277 .... 

.... All bolts. 

.138 

.111 .... 

.... Tie bolt. 

.042 

.027 .... 

.... All cotters. 








Sec. 40 

FLOORING, WOOD PARTS 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 




1 

y% crosswise, per lin. ft.or less. 

.138 

.138 .... 

.... Fitting and securing. 

2 

134" crosswise, per lin. ft. or less—Refrigerator. 

.166 

.166 .... 

.... Fitting and securing. 

3 

134" to 234" crosswise, per lin. ft. or less. 

.152 

.152 .... 

.... Fitting and securing. 

4 

234 " crosswise, per lin. ft. or less. 

.193 

.193 .... 

.... Fitting and securing. 

5 

334" crosswise, per lin. ft. or less. 

.208 

.208 .... 

.... Fitting and securing. 

6 

Crosswise, bolted, per lin. ft. or less. 

.222 

.222 .... 

.... Fitting. All bolts. 

7 

Crosswise, short, bolted, per lin. ft. or less. 

.166 

.166 .... 

.... Fitting. All bolts. 

8 

Cutting to length, per lin. it. 134" thick or more. 

.... 

. 

.010 Not allowed with patching. 

9 

34" lengthwise, per sq. ft. ... 

.027 


.... Fitting and securing. 

10 

134" to 234" lengthwise, per sq. ft. 

.021 

.02i '.;; ’. 

.... Fitting and securing. 

11 

False, between sill, per lm. ft. or less. 

.027 

.021 .... 

.... Fitting and securing. 

12 

Renailed, per lin. ft. 

.027 


.... Securing at all points. 

13 

134 " short, on center sills, per lin. ft. or less.... 

.027 

'027 

.... Fitting and securing. 

14 

234 " short, on center sills, per lin. ft. or less. 

.042 

.042 .... 

.... Fitting and securing. 

15 

134 " short, on side and inter, sills, per lin. ft... 

.070 

.070 .... 

.... Fitting and securing. 

16 

234" short, on side and inter, sills, per lin. ft... 

.083 

.083 .... 

.... Fitting and securing. 

17 

Upper deck, per sq. ft. 

.010 

.010 .... 

.... Fitting and securing. 



Sec. 41 

FRAMING, MISCELLANEOUS 
DETAILS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 


1 Cutting bevel on old floor, one end, per lm. ft.. 

2 Cutting bevel on new floor, one end, per lin. ft.. 

3 Cutting bevel on bottom or side door. 

4 Cutting off ladder stile, on car. 

5 Cutting off draft timber, on car. 

6 Cutting off intermediate carlin, on car, per end. . 

7 Cutting off running board and block, on car, per 

end. 

8 Cutting off temporary stake, on car. 

9 Cutting off temporary bolster. 

10 Dap, 4" long or less,. 

11 Dap, over 4" and less than 12" long. 

12 Dap, 12" long or over... 

13 Gain across wood, 4" or less. 

14 Gain across wood, over 4" and less than 9". 

15 Gain across wctod, 9" or over... 

16 Gutter in front of splash plank, per lin. ft. 

17 Hole bored with brace 334" deep or less. 

18 Hole bored with brace over 334" and under 5" 

deep. 

19 Hole bored with brace 5" and under 7" deep. . . 

20 Hole bored with brace 7" and under 10" deep . . . 

21 Hole bored with brace 10" and under 12" deep . . 


.027 Laying off. 

. 027 Laying off. 

. 138 Laying off. 

.027 Not allowed when ladder or stile is R. & R. or 
renewed. 

.055 Not allowed when draft is R. & R. or renewed. 
.005 Not allowed when carlin is R. & R. or renewed. 

.111 Not allowed when board or block is R. & R. or 
renewed. 

.042 Not allowed when stake is R. & R. or renewed. 
. 138 Only one end allowed. 

.021 Laying off. 

.042 Laying off. 

.055 Laying off. 

.027 Laying off. 

.042 Laying off. 

.055 Laying off. 

.070 Laying off. Cutting gutter and drain hole in 
floor. 

. 003 Laying off. 

.007 Laying off. 

. 015 Laying off. 

.027 Laying off. 

.042 Laying off. 


323 






















































































Sec. 41 FRAMING, MISCELLANEOUS 

DETAILS—Continued. A B C D EXPLANATION AND WORK INCLUDED. 


22 Hole bored with brace 12" or over. 

23 Hole bored in end sill for brake shaft. 

24 Hole bored in body bolster for truss jaw. 

25 Hole bored with air drill 3M" deep or less. 

26 Hole bored with air drill over 3^" and under 

10" deep. 

27 Hole bored with air drill over 10" deep or over. 

28 Hole in ceiling or roof for stove pipe—TB. 

29 Hole in ceiling for lamp bell—TB. 

30 Hole in floor for wooden drip box—Refrigerator 

31 Hole in cross bearer, for brake, or push rod.... 

32 Hole in floor for malleable drip box—Ref’g. 

33 Hole in lining for grain. 

34 Hole in roof for hay box. 

35 Hole in roof for stove pipe or lamp—Ta or Cabin. 

36 Hole in siding for ventilator. 

37 Mortise 6" long or less. 

38 Mortise over 6" long.. 

39 Rabbet \}/i" deep or less, per lin. ft. 

40 Rabbet over Vy± deep, per lin. ft. 

41 Sinking bolster strap in floor. 

42 Sinking corner band. 

43 Sinking end sill cup washer.. 

44 Sinking floor washer. 

45 Sinking flush or bulge door plate. 

46 Sinking marker, corner bracket. 

47 Sinking nut and washer. 

48 Sinking striking plate. 

49 Sizing lumber 2" way and less than 6" per lin. ft.. 

50 Sizing lumber 6" way and less than 9" per lin. ft.. 

51 Sizing lumber 9" way and less than 12" per lin. ft. 

52 Sizing lumber 12" or over, per lin. ft. 

53 Tapering side sill, per end. 

54 Tenon. 

55 Siding old, cutting off on car, per lin. ft. 

56 Cutting off end of load bumper step on stake tie 

bond when beyond clearance limit. 

57 Sizing lumber less than %" way, per lin. ft. less 2" 

58 Sizing lumber less than way, per lin. ft. 


.055 

Laying off. 

.098 

Laying off. 

.098 

Laying off. 

.001 

Laying off. 

.007 

Laying off. 

.010 

Laying off. 

.111 

Laying off. 

.070 

Laying off. 

.070 

Laying off. 

.111 

Laying off. 

.138 

Laying off and gaining for flange. 

.015 

Laying off. 

.070 

Laying off. 

.070 

Laying off. 

.070 

Laying off. Not allowed when siding is renewed. 

.055 

Laying off. 

.083 

Laying off. 

.022 

Laying off. 

.037 

Laying off. 

.070 

Laying off. 

.070 

Laying off. 

.055 

Laying off. 

.027 

Laying off. 

.111 

Laying off. 

.138 

Laying off. 

.021 

Laying off. 

.138 

Laying off. 

.027 

Laying off and dressing. 

.042 

Laying off and dressing. 

.055 

Laying off and dressing. 

.070 

Laying off and dressing. 

.042 

Laying off and dressing. 

.042 

Laying off. 

.008 

Laying off. 

.008 

Not allowed with renew or R. & R. 

.010 

Laying off. 

.005 

Laying off. 


Sec. 42 GATES, WOOD PARTS 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Drop end, 12", with hinges. 

.203 

.133 

.070 

*.208 

Hook bolts. Constructing. All bolts or rivets 
and irons. 

2 

Drop end, 12" with hinges and corner plates.... 

.208 

.138 

.070 

*.346 

Hook bolts. Constructing. All bolts or rivets 
and irons. 

3 

Drop end, 39" with hinges. 

.277 

.166 

.070 

*.416 

Hook Bolts. Constructing. All bolts or rivets 
and irons 

4 

Drop end, 39", with hinges, corner plates or rod3. 

.277 

.166 

.070 

*.693 

Hook bolts. Constructing. All bolts or rivets, 
rods and irons. 

5 

6 

Drop end, over 30", with hinges. 

Drop end, over 30", with hinges, corner plates or 

.277 

.166 

.070 

*.555 

Hook bolts. Constructing. All bolts and irons. 


rods. 

.277 

.166 

.070 

*.832 

Hook bolts. Constructing. All bolts, rods and 
irons. 

7 

Drop end, with hinges and plate. 

.346 

.208 

.070 

*.970 

Hook bolts. Constructing. All bolts, rods and 
irons. 

8 

Drop end, raising. 



.... 

*.027 

*Secure latches. 

9 

Drop end, plank. 

. 13S 

.111 

.... 

.098 

All hinge bolts or rivets. 

10 

Drop end, cleat 12" with corner bands. 

.180 

.138 

.... 


Fitting. All bolts or rivets. 

11 

Drop end, cleat 30" with corner bands. 

.277 

.208 

.... 

! i38 

Fitting. All bolts or rivets. 

12 

Drop end, cleat 30" without corner bands. 

.166 

.138 

.... 

.070 

Fitting. All bolts or rivets. 

13 

End—Ke type. 

.166 

.138 

.070 

*.208 

All hinge butt bolts. Constructing. All bolts 
and irons. 

14 

M 

End—Kf type. 

.208 

.133 

.070 

*.555 

All hinge butt bolts. Constructing. All bolts 
and irons. 

15 

End, slat. 

.133 


.... 


Fitting. All bolts. 

16 

Side—Lb type . 

.277 

. i.93 

.070 

*.555 

All hinge butt bolts. *A11 bolts and irons. 

17 

Side, boards, per lin. ft.—Lb . 

.138 

.... 

.... 

.... 

Fitting. All bolts. 

18 

Sliding, coke rack. 

.111 

.077 

.... 

*.098 

Bolt and ferrule. Constructing. All rivets and 
ferrules. 


324 


































































Sec. 43 GATES, IRON PARTS. 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 

1 

Hinge and link, one plank—Gondola. 

.. .138 

.111 


.... All bolts or rivets. 

2 

Hinge and link, two plank—Gondola. 

... .166 

.138 

1 

.... All bolts or rivets. 

3 

Hinge and link, three plank—Gondola. 

.208 

.193 


_ All bolts or rivets. 

4 

Hinge—Lb or stock. 

.208 



_ All bolts or rivets. 

5 

Hook and staple. 

... .070 

.055 


.... Securing. 

6 

Latch. 


.042 


.... U bolt, plate, nut and washer. 

7 

Latch keeper. 


.055 

.027 

.... All bolts. 

8 

Plate, corner, per rivet or bolt. 

... .027 

.027 

.027 

.... Rivet strap. 

9 

Plate, reinforcing. 

... .346 

.277 


.... All bolts. 

10 

Sliding, top—H22. 

.111 

.098 


_ Bolt and ferrule. 

11 

Sliding, bottom—H22. 

... .166 

.138 


.... All bolts and ferrules. 

12 

Sliding, closing—Loaded car. 

... .070 

.... 


.... Securing and moving lading. 

13 

Sliding, closing—Empty car. 

.006 

.... 


- Securing. 

14 

Sliding, closing permanent. 

.015 

.... 


- Nailing to stakes. 

15 

Strap, top—Gondola. 

... .070 

.042 


.... All lags. 


Sec. 44 HAND HOLDS OR GRAB IRONS, 
IRON PARTS. 

A 

B 

G 

D EXPLANATION AND WORK INCLUDED. 

1 

Side or end. 

. .098 

.083 

.042 

.... All bolts and riveting bolts over nuts. 

2 

Side circled—Cabin. 

. .138 

.111 

.042 

.... All bolts and riveting bolts over nuts. 

3 

Side long—Poling. 

. .138 

.111 

.... 

.... All bolts and riveting bolts over nuts. 

4 

Roof—2 bolts. 

. .138 

.111 

.055 

.... All bolts strap, gum and riveting bolts over nuts. 

5 

Roof—3 bolts. 

.166 

.138 

.055 

.... All bolts strap, gum and riveting bolts over nuts. 

6 

Roof—hand hold angle—Refrigerator. 

. .070 

.055 


_ All bolts. 

7 

Straightening on car. 

. 


.042 

.... To proper clearance and tightening. 


Sec. 45 HOLES DRILLED, CUT OR 

PUNCHED, IRON PARTS 

ABC 

D EXPLANATION AND WORK INCLUDED. 

1 

Hole, drilled 34* deep or less 34* and over 
diameter. 

.057 

.... Laying off. 

2 

Hole, drilled over 34* deep, each additional 34* • • 

.010 

- Laying off. 

3 

Hole, drilled for brake shaft. 

.Ill 

.... Laying off. 

4 

Hole punched by hand. 

.015 

_ Through one sheet in thickness and laying off. 

5 

Hole punched by machine. 

.005 

- Laying off. 

6 

Hole countersunk 34* and over in diameter.... 

.027 

- Countersinking old and new hole. 

7 

Hole enlarged for brake shaft or brake chain... 

.138 

.... Cutting out for proper clearance. 

8 

Hole in roof doorway frame, for hasp—R7. 

.098 

- Lay off. 

9 

Body bolster slotted for brake rod, per slot.... 

.... .555 

.... Lay off. 

10 

Brake chain clearance for safety appliances. 

.484 

- Cutting out end or center sill flange and gusset. 

11 

Hole drilled less 34* in diameter. 

. .023 


12 

Hole drilled over 34* in diameter. 

.037 


13 

Hole over 34" punched by hand. 

.042 

.... Through 1 sheet in thickness, laying off, turning 

14 

Hole Tapping ?4* diameter and under. 

.026 

and reaming to size. 

For proper size machine screw. 

15 

Hole Tapping over %* diameter. 

.040 

.... For proper size machine screw. 

16 

Hole countersunk less than 34*. 

.016 

.... Countersinking old hole. 


Sec. 46 INSIDE FIXTURES—CABIN, TOOL, 
PICKUP OR POLING CARS, WOOD 
PARTS. 

A 

B 

M 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Bin front, side, end or partition, per sq. ft. 

.027 

.027 



Fitting and securing. 

2 

Bin post, long. 

.111 

.070 

.... 


Fitting and securing. 

3 

Bin post, short. 

.070 

.055 

.... 


Fitting and securing. 

4 

Bin post or partition cap. 

. .070 

.055 



Fitting and securing. 

5 

Bin brace. 

.070 

.055 



Fitting and securing. 

6 

Bin lid hinge board. 

.111 

.111 



Fitting and securing. 

7 

Bunk—Cabin. 

.208 

*.111 

.138 


All hinges and slide bolts. *A11 hinges. 

8 

Bunk, long—Tool. 

.208 

.138 

-_ 


All hinges. 

9 

Bunk, side rail—Cabin. 

.208 

.... 


.098 

All screws. 

10 

Bunk, end rail—Cabin. 

.138 

.... 


.070 

All screws. 

11 

Bunk, edge strip, per lin. ft.—Tool. 

.015 

.015 



Fitting and securing. 

12 

Cupboard front or side, per sq. ft. 

.027 

.027 



Fitting and securing. 

13 

Cupboard top. 

.236 




Fitting and securing. 

14 

Cupboard door stop. 

.070 


.... 


Fitting and securing. 

15 

Cupboard shelf, 18" deep or less. 

.138 

'.iii 

.... 


Fitting and securing. 

16 

Cupboard shelf over 18" deep. 

.208 

.193 



Fitting and securing. 

17 

Cupboard shelf partition or front. 

.138 




Fitting and securing. 

18 

Cupboard shelf cleat. 

.138 

.iii 



Fitting. All screws. 

19 

Cupboard door hinge piece. 

.138 

.ill 

.... 


Fitting and securing. 


325 












































































































Sec. 46 INSIDE FIXTURES—CABIN, TOOL, 
PICKUP OR POLING CARS, WOOD 
PARTS—Continued. 

A 

B 

M 

D 

EXPLANATION AND WORK INCLUDED. 

20 

Desk—Tool.. 

.138 

.111 

*.346 

.... 

Fitting and securing, 
lid. 

Fitting. All hinges. 

*Making complete except 

21 

Desk lid. 

.138 

.111 

.208 



22 

Desk lid furring or stop strip. 

.070 

.... 



Fitting and securing. 


23 

Desk lid rest. 

.070 

.055 



Fitting. Hinge. 


24 

Desk lid rest button. 

.042 

.027 


.042 

Securing with screw. 


25 

Drawer, conductor’s. 

.070 

.027 

.484 


Fitting. 


26 

Drawer bottom. 

.166 


.... 

.... 

Fitting and securing. 


27 

Drawer front. 

.166 


.... 

.... 

Fitting and securing. 


28 

Drawer side or back. 

.111 



.... 

Fitting and securing. 


29 

Drawer slide strip. 

.070 


.... 


Fitting and securing. 


30 

Drawer slide cleat. 

.138 

.111 


’070 

Fitting. All screws. 


31 

Locker, pick or shovel bin, lid. 

.138 

.111 

.208 

.... 

Fitting. All hinges. 


32 

Locker false bottom. 

.042 

.027 

.098 

.... 

Fitting and placing. 


33 

Locker front, per sq. ft. 

Locker lid hinge board, per lin. ft. 

.027 

.027 


.... 

Fitting and securing. 


34 

.017 

.017 


.... 

Fitting and securing. 


35 

Locker lid furring strip. 

.070 

.... 



Fitting and securing. 


36 

Locker partition or end. 

.138 

.111 


.070 

Fitting and securing. 


37 

Partition, complete—Cabin. 

.277 

.277 

.*277 


Fitting and securing. 

Floor cleat. 

38 

Partition, per sq. ft.—Tool. 

.027 

.027 



Fitting and securing. 


39 

Partition cleat on floor or ceiling. 

.070 

.055 



Fitting and securing. 


40 

Partition dovetailed tie piece. 

.138 

.... 



Fitting and securing. 


41 

Partition post—Tool. 

.138 

.111 



Fitting and securing. 


42 

Partition rail, long—Tool. 

.138 

.111 



Fitting. All screws. 


43 

Partition rail, short—Tool. 

.070 

.055 


.... 

Fitting. All screws. 


44 

Rack, bar or block, post. 

.070 

.055 



Fitting and securing. 


45 

Rack bar rail. 

.138 

.111 


.’ 166 

Fitting and securing. 


46 

Rack block, rail!. 

.138 

.111 



Fitting and securing. 


47 

Rack block slat, long. 

.111 

.070 


.... 

Fitting and securing. 


48 

Rack block slat, short. 

.070 

.055 



Fitting and securing. 


49 

Rack, jack post. 

.166 

.111 



Fitting. All screws. 


50 

Rack, jack post cap, per lin. ft. 

Rack, jack rail, for 4 jacks. 

Rack, jack rail, for 6 jacks. 

.027 

.015 



Fitting. All screws. 


51 

.138 

.111 


.208 

Fitting. All screws. 


52 

.208 

.166 


.277 

Fitting. All screws. 


53 

Rack, jack rail, for 8 jacks. 

.277 

.208 


.346 

Fitting. All screws. 


54 

Refrigerator side or end lining, per sq. ft. 

.027 

.027 



Fitting and securing. 


55 

Refrigerator brace. 

.070 

.055 



Fitting and securing. 


56 

Refrigerator lid or door hinge piece. 

.138 

.111 



Fitting and securing. 


57 

Refrigerator post. 

.111 

.070 



Fitting and securing. 


58 

Refrigerator shelf. 

.208 

.193 



Fitting and securing. 


59 

Refrigerator top, per section. 

.138 

.111 



Fitting and securing. 


60 

Rope bin lid. 

.138 

.111 

'.277 


Fitting. All hinges. 


61 

Seat, dome, complete—Cabin. 

.208 


.346 


Fitting. All screws. 


62 

Seat arm rest. 

.138 

.... 


.138 

Fitting and securing. 


63 

Seat arm rest renosing. 

.... 


.... 

.070 

Dressing worn edge, 
of arm rest. 

Not allowed with renewal 

64 

Seat back. 

.138 

.111 


.138 

Fitting. All screws. 


65 

Seat bottom. 

.277 

.... 


.... 

Fitting and securing. 


66 

Seat frame, per section. 

.070 




Fitting and securing. 


67 

Tool or bracket shelf, per lin. ft. 

Tool or bucket shelf edge piece, per lin. ft. 

.027 

*015 

.... 

.... 

Fitting. All bolts. 


68 

.015 

.015 


.... 

Fitting. All screws. 


69 

Washstand, complete. 

.277 

.236 

*1.247 

.... 

Fitting and securing, 
all parts. 

Floor cleats. *Door and 

70 

Washstand frame, per section. 

.070 


.... 

.... 

Fitting and securing. 


71 

Washstand hinge board. 

.111 


.... 

.... 

Fitting and securing. 


72 

Washstand side. 

.138 

.... 

.... 


Fitting and securing. 


73 

Washstand top. 

.138 



.’208 

Fitting and securing. 


74 

Water cooler shelf. 

.138 

All 

!208 


Fitting. All screws. 


75 

Water cooler shelf cleat. 

.111 



.... 

Fitting. All screws. 


76 

Water box cross cleat. 

.070 

.027 



Fitting and securing. 


77 

Water box false bottom. 

.042 

.027 

.138 

.... 

Fitting and placing. 


78 

Water box front. 

.138 

.111 



Fitting and securing. 


79 

Water box hinge piece. 

.070 




Fitting and securing. 


80 

Water box lid. 

.138 

!lll 

^208 


Fitting. All hinges. 


81 

Water box top. 

.138 

.111 

.... 

.... 

Fitting and securing. 



326 



















































































Sec. 47 INSIDE FIXTURES—CABIN, TOOL 
PICKUP OR POLING CARS, IRON 
PARTS AND TRIMMINGS. 


A B C D EXPLANATION AND WORK INCLUDED. 


1 Bracket for axe. 

2 Bracket for axe handle. 

3 Bracket for fulcrum levers. 

4 Bracket for tool, bucket or water cooler shelf . . . 

5 Bunk, bottom strap—Tool. 

6 Bunk, middle strap—Cabin. 

7 Bunk, hanging strap or chain—Tool. 

8 Coal box. 

9 Coat hook. 

10 Door, rim lock. 

11 Door, night lock. 

12 Door, lock keeper. 

13 Door knobs, per pair. 

14 Door knob or key hole escutcheon. 

15 Dome hand rail. 

16 Drawer or cupboard door knob. 

17 Drawer or cupboard door lock. 

18 First aid, fusee and flag case. 

19 First aid box. 

20 Glass 9" x 12* or less. 

21 Glass over 9" x 12" to 18" x 30". 

22 Glass 18" x 30" or over. 

23 Glass bead, per section. 

24 Lamp, dome—Cabin. 

25 Lamp holder—Cabin. 

26 Lamp deck, 1 burner. 

27 Lamp deck, 2 burner. 

28 Lamp deck, 4 burner. 

29 Lamp smoke bell. 

30 Rack rail plate for bars. 

31 Refitting after painting—Cabin or Ta. 

32 Refitting after painting—Tb. 


33 Sash lever, deck—Tb. 

34 Sash lift. 

35 Sash lock. 

36 Sash lock stop. 

37 Sash hook or screw eye. 

38 Seat arm rest—Cabin. 

39 Signal cord. 

40 Signal cord bushing. 

41 Signal cord hanger. 

42 Slide bolt, 4" long, or cupboard catch 

43 Slide bolt, over 4" long. 

44 Slide bolt, or cupboard catch keeper . 

45 Stove complete—Cabin. 

46 Stove ash pan. 

47 Stove ash box fender. 

48 Stove base. 

49 Stove door. 

50 Stove fire pot. 

51 Stove fender on lining. 

52 Stove fender on floor. 

53 Stove grate. 

54 Stove lid. 

55 Stove top. 

56 Stove pipe, per section. 

57 Stove pipe casing. 

58 Stove pipe brace. 

59 Stove rod. 

60 Uncoupling rod bracket. 

61 Wash stand bowl. 

62 Water tank or cooler. 

63 Water tank band. 

64 Window guard. 

65 Cushion. 


.070 

.055 

.... 


All screws. 

.042 

.027 

.... 

.... 

All screws. 

.166 

.138 

.... 


All screws. 

.098 

.083 

.... 

.... 

All screws, bolts or lags. 

.111 




All screws. 

.070 

.055 

.027 

.... 

All screws. 

.070 

.055 


.... 

Securing to “eye bolt. 

.166 

.138 



All bolts. 

.042 

.027 



All screws. 

.208 

.138 



Fitting. All screws, knobs and escutcheons. 

.277 

.208 


.... 

Fitting. All screws and all parts. , 

.070 

.055 



Fitting. All screws. 

.055 

.042 


.... 

All screws. 

.042 




All screws. 

.138 


.... 


All clamps. 

.027 

.015 


.... 

Securing with screw 

.138 

.111 



Fitting. All screws. 

.138 

.111 



All screws. 

.070 




Placing. 

.070 

.055 


.... 

All beads. 

.111 

.098 


.... 

All beads. 

.138 

.111 



All beads. 

.015 


.... 


Fitting and securing. 

.070 

.055 



Placing. 

.083 

.070 

.... 

.... 

All screws. 

.138 

.111 

.... 

.... 

All screws. 

.166 

.138 

.... 


All screws. 

.208 

.166 

.... 

.... 

All screws. 

.138 

.111 

.... 


All screws. 

.138 

.111 


.... 

All screws. 

* * * * 

.... 

.... 

2.079 

Replacing all sash and strips. Renewing or re¬ 
placing all other parts removed for paint, ex¬ 
cept weather strip. 

.138 



6.226 

Replacing all sash, strips and deck ventilators 
Renewing or replacing all other parts removed 
for paint, except weather strip. 

.111 

.055 

.... 

All screws. 

.027 

.027 


.... 

All screws 

.042 

.042 

.... 


All screws. 

.027 

.027 

.... 

.... 

All screws. 

.042 




Securing. 

.138 

'.111 

’055 

.... 

All bolts. 

.138 

.111 


.... 

Securing. 

.070 

.055 

.... 

.... 

Fitting. All screws. 

.055 

.042 

.... 


Securing. 

.055 

.042 



Fitting. All screws. 

.070 

.055 

.... 


Fitting. All screws. 

.027 

.015 


.... 

Fitting. All screws. 

.346 

.166 


.... 

All rods. 

.027 

.... 


.... 

Placing. 

.042 


.... 


Placing. 

.138 




All bolts. 

.055 

.027 



All bolts. 

.138 

.111 

.... 


All bolts. 

.138 

.111 


.... 

All screws and ferrules. 

.138 

.111 

.... 


Fitting and securing. 

.070 

.055 

.... 


Placing. 

.027 




Placing. 

.138 

’.111 


.... 

All bolts. 

.098 

.070 


.... 

Securing. 

.138 

.111 


.... 

Securing. 

.070 

.055 


• 

All screws. 

.070 

.... 

. . . . 

.... 

Securing. 

.042 

.027 


.... 

Securing. 

.277 

.208 

. . . . 

.... 

Fitting and securing. All strips and drain pipe. 

.070 

.042 

. . . . 

.... 

Placing. 

.070 

.055 



All screws or bolts. 

.070 

.055 



All screws or lags. 

.070 


.... 


Replacing not allowed when car is refit after 
paint. 


327 













































































SUPPLEMENT A-4 
New Items and Prices 

Issued 1-16-1918 

General Superintendent Motive Power, Altoona, Pa.__ 

Sec. 46a N-5 CABIN CAR, WOOD PARTS A B M D EXPLANATION AND WORK INCLUDED. 


1 

Cupola back rest... 

.138 

*.070 


.... 

All screws and angles. *A11 screws. 

2 

Cupola back rest filler, per section. 

.070 

.055 

.... 

• • • • 

All screws. 

3 

Desk, Conductor’s. 

.346 

.277 



All screws. 

4 

Drop Table. 

.277 

*.166 


.... 

All battens, connecting hinge butts and support 







links. *Connecting hinge butts and support 







links. 

5 

Hopper seat or seat lid. 

.083 

.070 



All bolts or screws. 

6 

Ice box, not including door. 

.630 

.484 

3*750 


Wedging. 

7 

Ice box door with front plate. 

.208 

*.138 

.693 


All hinges and handle. *A11 hinges. 

8 

Ice box rest. 

.070 

.055 



All bolts. 

9 

Lining nailing strip at end window. 

.277 

.138 



Fitting. All bolts or screws. 

10 

Lining nailing strip at door post. 

.208 

.138 



Fitting. All bolts or screws. 

11 

Lining nailing strip in cupola or on side of body.. 

.070 

.055 



Fitting. All bolts or screws. 

12 

Lining block on bolt rail plate. 

.042 




Fitting and securing. 

13 

Platform, end, per board. . 

.200 

.140 



Fitting. All bolts. 

14 

Window sash, side. 

.416 

.346 



Fitting. All bolts, inside guards and putty. 

15 

Window sash, end, door or cupola. 

.083 

.042 



Fitting and placing. 

16 

Window frame pad in cupola. 

.055 

.042 



All screws. 


NOTE: For parts not mentioned above, prices for other cabin 

cars will apply. 



Sec. 

N-5 CABIN, IRON PARTS AND 

A 

B 



EXPLANATION AND WORK INCLUDED. 

47a 

TRIMMINGS. 






1 

Bunk, swinging. 

.346 

.277 



Fitting. All hinge butt bolts. 

2 

Bunk chain and support on ceiling. 

.070 

.... 

• • • • 

.... 

All nuts. 

3 

Bunk lid. 

.138 

.111 

• • • • 

.... 

All hinges. 

4 

Ceiling center sheet, cupola. 

1.109 

.832 

.... 

• • • • 

Fitting and securing to side sheets. Rivets extra. 

5 

Ceiling side sheet, cupola. 

1.524 

1.109 

.... 

.... 

Fitting and securing to center sheets and all 







nuts. Rivets extra. 

6 

Ceiling center sheet, body. 

1.142 

.970 

.... 

.... 

Fitting and securing to side sheets and all nuts. 

7 

Ceiling side sheet, body. 

1.663 

1.142 

.... 

.... 

Fitting and securing to center sheet, all nuts, 


. . 





screws and bunk chain supports. Rivets 







extra. 

8 

Ceiling insulation, per sq. ft. 

.007 

.... 



Paint. 

9 

Cupola bottom lamp cover. 

.055 

.042 



All screws. 

10 

Cupola bottom lamp cover catch. 

.027 

.027 



All screws. 

11 

Drop table link. 

.027 




All bolts. 

12 

Drop table link bracket. 

.055 

.042 



All screws. 

13 

End door. 

4.082 

*.416 



All hinges, lock, knobs, escutcheons, holder, 







rubber strip and clamp, sash and sash strips. 







All cutting, drilling, tapping and fitting. 







*A11 hinges. 

14 

End door holder or stop. 

.055 

.042 



All bolts or screws. 

15 

End door bottom rubber and clamp. 

.193 

.193 



All bolts. 

16 

End door lock. 

.208 

.138 



All screws and knobs. 

17 

End door knob and key hole escutcheon. 

.070 

.070 



All screws. 

18 

End door sash strip. 

.150 

.098 



Fitting. All screws. 

19 

End door sash frame, outside. 

.208 

.180 



All screws. 

20 

End door sash lock. 

.070 

.070 



All screws. 

21 

End door head piece. 

.416 

.346 



Fitting, cutting and dressing welded joints. 







Rivets and welding joints extra. 

22 

End door sash lock strip. 

.042 

.042 



All screws. 

23 

End door post. 

.208 

.... 



Fitting, cutting, and dressing. Rivets extra. • 

24 

End door post cover. 

•.484 

.416 



Fitting, cutting and dressing welded joints. 







Rivets and welding joints extra. 

25 

End door post rubber and clamp, per lin. ft. 

.070 

.070 



All screws. 

26 

Glass, window or door, each. 

..193 

.193 



All strips and putty. 

27 

Hinge. 

.098 

.... 



All screws. 

28 

Hinge hasp. 

.070 

.055 



All screws. 

29 

Hopper. 

.166 

.138 



All bolts. 

30 

Ice box door plate. 

.277 

.166 



Fitting. All screws. 

31 

Ice box door handle. 

.042 

.042 



All screws. 

32 

Ice box door lever. 

.042 

.042 



All screws. 

33 

Ice box front plate. 

.346 

.277 



All screws, cutting, fitting and dressing. Rivets 







and welding joints extra. 

34 

Lamp holder bracket.. 

.027 

.027 



All screws. 

35 

Locker door with two hinges. 

.208 

.138 



All hinges. 

36 

Locker door with three hinges. 

.346 

.208 


.... 

All hinges. 


328 


























































































Sec. 47a N-5 CABIN, IRON PARTS AND A B EXPLANATION AND WORK INCLUDED. 

TRIMMINGS—Continued. 


37 

Locker door lock. 

.098 

.070 .... 


All screws. 



38 

Locker door side frame sheet. 

.277 

.208 .... 


Cutting and Fitting. 

Rivets 

and Welding 






joints extra. 



39 

Locker partition post. 

.138 

.098 .... 


Fitting and Placing. 



40 

Locker top Sheet and Door Head. 

.277 

.208 .... 


Cutting and Fitting. 

Rivets 

and Welding 






joints extra. 



41 

Locker drawer. 

.070 

.027 .... 


Placing. 



42 

Saloon Drain Pipe. 

.070 

.070 .... 


All bolts or screws. 



43 

Saloon Drain Pipe lid. 

.042 

.042 .... 


Bolt. 



44 

Soap Dish. 

.021 

.021 


Screw or Bolt. 



45 

Wash basin drain pipe and support.. 

. .070 

.070 .... 


All bolts or screws. 



46 

Window guard. 

.027 



Securing. 



47 

Window sash inside frame, body. 

. .208 

.’ iso .’!.'.' 


All screws. 



48 

Window sash inside frame, cupola.. 

. .193 

.166 .... 


All screws. 



49 

Window sash strip, body. 

. .055 

.042 .... 


All screws. 



50 

Window sash strip, cupola. 

. .083 

.070 .... 


All screws. 



51 

Window sash lock. 

. .070 

.070 .... 


All screws. 



52 

Window sash spring. 

. .030 

.030 .... 


All screws. 



53 

Window sash stop, side cupola. 

.042 

.022 .... 


All bolts or screws. 



54 

Window sash stop, end cupola. 

. .055 

.042 .... 


All bolts or screws. 



55 

Cutting cut door lock keeper holes, per hole 

.... 

.... .... 

.150 

Laying off and dressing out. 


56 

Sinking door sash lock. 

.... 


.042 

Laying off. 



57 

Sinking sash lift. 


.... .... 

.055 

Laying off. 



58 

Sinking door sash lock strip. 

. 

. 

.070 

Laying off. 




Sec. 48 INSULATION UPHOLSTERING 

AND CANVAS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Canvas roof, per lin. ft. or less, Cabin or Tool.. 

.157 

.157 



Fitting, leading and securing. 

2 

Cork insulation per section, R7. 

.021 

.015 


.... 

Fitting and securing. 

3 

Hair felt, between sill or carlins, per lin. ft. 

.006 

.006 



Fitting and securing. 

4 

Hair felt, except between sills or carlins, per sq. 







yd. 

.021 

.015 



Fitting and securing. 

5 

Gum over roof door hinges. 

.070 



.... 

Fitting and securing. 

6 

Keystone insulation, per sq. yd. 

.021 




Fitting and securing. 

7 

Paper, all kinds, between sills or carlins, per lin. 







ft. 

.004 


.... 

.... 

Fitting and securing. 

8 

Paper, all kinds, except between sills or carlins, 







per sq. yd. 

.021 


. : . . 

.... 

Fitting and securing. 

9 

Upholstering on door or post, per lin. ft. 

.088 

.088 

.055 


Fitting and securing. All filling. Protecting 







rubber. 

10 

Canvas roof weather strip—Cabin. 

.277 

.... 

.... 


Fitting, leading and securing. 

11 

Padding hatch plug, per lin. ft. 

.049 

.049 

.... 

.... 

Fitting, securing all filling. 

12 

Canvas roof patch per lin. ft. of tacking. 

.035 

.... 



Fitting, leading and securing. 


Sec. 49 LADDERS, WOOD PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Side or end—4 bolt. 

.208 

.166 

.111 

*.138 

Fittings. All bolts, blocks or ferrules. Con¬ 







structing only. 

2 

Side or end—6 bolt. 

.277 

.236 

.111 

*.138 

Fitting. All bolts, blocks or ferrules. Con¬ 







structing only. 

3 

Side or end—8 bolt or more . 

.416 

.346 

.111 

00 

CO 

r-H 

* 

Fitting. All bolts, blocks or ferrules. Con¬ 







structing only. 

4 


.111 

.... 


.138 

Fitting. All bolts in car body, blocks or 







ferrules. 

5 

Stile—3 bolt . 

.138 

.... 

.... 

.166 

Fitting. All bolts in car body, blocks or 







ferrules. 

6 

Stile—4 bolt or more . 

.208 

.... 

.... 

.193 

Fitting. All bolts in car body, blocks or 







ferrules. 

7 

Tread. 

.098 

.083 

.042 

.042 

Fitting. All bolts. 


Sec. 50 LADDERS, IRON PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Bracket . 

.042 

.027 



Bolt and riveting bolt over nut. 

o 

Side or end . 

... .277 

.208 

'.111 


All bolts in body of car, and riveting bolt over 

Li 

3 

4 

Side or end, bolted and riveted. 

Straight,enin£? stile, on car. 

... .138 

.111 


.138 

nuts. 

All bolts in body of car, and riveting bolt over 
nuts. Rivets allowed extra. 

To proper clearance and tightening nuts. 

T 

K 

Str«io , ht,pniTie r trpad on c&r. 




.042 

To proper clearance and tightening nuts. 

All bolts and riveting bolts over nuts. 

o 

6 


... .098 

.083 

.042 



I 


329 












































































Sec. 51 LAYING OFF WOOD OR IRON PARTS. 


B 


D EXPLANATION AND WORK INCLUDED. 


1 Sill, bolster, plate, side or end plank, cross 

bearer, draft timber or similar parts. 

2 Head block, air brake block, post, brace, and 

post sill, chute rest or similar parts. 

3 Iron part, laying off for drilling or punching, per 

hole. 

4 Laying off car for safety appliances. 


. 208 Laying off to be framed in mill. 

.111 Laying off to be framed in mill. 

.005 Not to be allowed when same party does the 
drilling or punching. 

.277 Laying off for all boring, cutting and drilling. 


Sec. 52 LINING WOOD PARTS. 

A 

B C 

D EXPLANATION AND WORK INCLUDED. 

1 

% in. per sq. ft.—Cabin pickup of TA. 

.027 


_ Fitting and securing. 

2 

7 /8 in. per sq. ft.—Refrigerator or Produce.... 

.021 

.02i ! 

.... Fitting and securing. 

3 

Ys in. per sq. ft.—Tb. 

.042 


.... Fitting and securing. 

4 

7 /% in. per sq. ft.—Others. 

.015 

. 015 ....’ 

.... Fitting and securing. 

5 

1 x /i in. per sq. ft. or over. 

.021 

.021 .... 

.... Fitting and securing. 

6 

False, between post and braces per lin. ft.—Re¬ 
frigerator or Produce . 

.042 

.042 .... 

.... Fitting and securing. 

7 

Patch, less than 5 sq. ft. at one place—Box or 
Stock . 

.070 

.070 .... 

.... Fitting and securing. 

8 

Renailing, per lin. ft. 

.015 

.... .... 

.... Nail loose lining at all points. 

9 

Filler at bottom or brace. 

.042 

. 

.... Filling and securing. 






Sec. 53 LOADS, ADJUSTED OR MOVED TO 
MAKE REPAIRS. 

ABC 

D EXPLANATION AND WORK INCLUDED. 

1 

2 

Adjusting, shifted full length, single load. 

Adjusting, shifted full length, twin or triple load 

.... 1.386 .... 

.... Jacking to proper places, remove and replace 
stake ties. 


24" high or less. 

.... 2.217 .... 

.... Jacking to proper place, remove and replace 
stake ties. 

3 

Adjusting, shifted full length, twin or triple load 


t 


over 24" to 48" high. 

.... 3.326 .... 

.... Jacking to proper place, remove and replace 
stake ties. 

4 

Adjusting, shifted full length, twin or triple load 




over 48" high. 

.... 4.989 .... 

.... Jacking to proper place, remove and replace 
stake ties. 

5 

Coal or coke, one end or center, 12" deep or less 

.138 .... 

.... Move and replace. 

6 

Coal or coke, one end over 12" to 24" deep. 

.277 .... 

.... Move and replace. 

7 

Coal or coke, one end over 24" to 36" deep. 

.555 .... 

.... Move and replace. 

8 

Coal or coke, one end over 36" to 48" deep. 

.832 .... 

- Move and replace. 

9 

10 

Coal or coke, one end over 48" deep. 

Coal or coke full side and across car for tie rods— 

.... 1.109 .... 

.... Move and replace. 

11 

Spread car or similar commodities. 

Crushed stone, sand or similar commodities, one 

.... 1.109 .... 

.... Move, replace and draw in sides. 


end or center, 36" deep or less. 

.... .484 .... 

.... Move and replace. 

12 

Crushed stone, sand or similar commodities, one 



end or center, over 36" deep. 

.... 1.038 .... 

.... Move and replace. 

13 

Clay, small stone, lime or similar commodities, 


14 

one end or center. 

Carboys, cement blocks, or similar commodi¬ 

.832 .... 

.... Move and replace. 

15 

ties, one end or center. 

Cotton in bales, oil in barrels, or similar com¬ 

.832 .... 

.... Move and replace. 

16 

modities one end. 

Crates, baskets, kegs, small barrels filled, or 

.... 1.386 .... 

.... Move and replace lading from door to end and 
replace door boards. 


similar commodities, one end. 

.832 .... 

.... Move and replace. 

17 

Grain, one end or center 24" deep or less. 

.277 .... 

.... Move and replace. 

18 

Grain, one end over 24" to 48" deep. 

.555 .... 

.... Move and replace. 

19 

Grain, one end over 48" to 60" deep. 

.970 .... 

.... Move and replace. 

20 

21 

Grain, one end over 60" deep. 

Kegs or barrels, empty or similar commodities 

.... 1.386 .... 

.... Move and replace. 

22 

one end. 

Large stone, pipe, steel plate, structural steel, 
lumber, or similar commodities, one end— 

.... 1.386 .... 

.... Move and replace lading from door to end and 
replace door boards. 

23 

Open car. 

Lath, shingles in bundles, or similar commodi¬ 

.... 1.038 .... 

- Renew and replace all blocks, braces. Move, 

replace and secure. 

24 

ties, one end. 

Lumber dressed, leather or similar commodities, 

.... 1.386 .... 

.... Move and replace lading from door to end 
and replace door boards. 


one end—Closed car. 

.... 1.663 .... 

.... Move and replace lading from door to end and 
replace door boards. 


330 















































Sec. 53 LOADS, ADJUSTED OR MOVED TO 
MAKE REPAIRS—Continued. 

A B 

C 

D EXPLANATION AND WORK INCLUDED. 

25 

Merchandise, furniture or similar commodities, 
one end. 

.832 


- Move and replace. 

26 

Metal borings, turnings and scrap iron, one end 

.... 1.038 


.... Move and replace. 

27 

Metal billets, pig metal or similar commodities, 
one end or center. 

.693 


.... Move and replace. 

28 

Machinery, mine cars or similar commodities, 
one end. 

.... 1.386 


.... Move and replace. 

29 

Mine props, ties, wood or similar commodities, 
one end—Open car. 

.... 1.038 


.... Move and replace 

30 

Mine props, ties, wood or similar commodities, 
one end—Closed car. 

.... 1.386 


.... Move and replace lading from door to end and 

31 

Move lading one side at doorway—Closed car 

.416 


replace door boards. 

- Move and replace lading and door boards. 

32 

Potatoes, apples in bulk or similar commodi¬ 
ties, one end. 

Raise one end twin or triple load. 

.... 1.386 


- Move and replace. 

33 

.832 


.... Raise and lower load. 

34 

Sacks, filled, one end. 

.693 


.... Move and replace. 

35 

Sheet steel, polished one end. 

.... 2.495 


- Move and replace. All paper between sheets, 

36 

Sheet, steel, unpolished, one end. 

.... 1.386 


blocks and braces. 

.... Move and replace. All blocks and braces. 

37 

Terra cotta pipe, slate or similar commodities, 
one end. 

.... 1.038 


.... Move and replace. All strips and braces. 

38 

Tiling, brick or similar commodities, one end 
24" deep or less. 

.346 


- Move and replace. 

39 

Tiling, brick or similar commodities, one end 
over 24" deep. 

.693 


.... Move and replace. 

40 

Tin cans, match wood loose, or similar commo¬ 
dities, one end. 

.... 1.663 


.... Move and replace lading from door to end and 

41 

Watermelons, cabbage in bulk or similar com¬ 
modities, one end. 

.693 


replace door boards. 

.... Move and replace. 

42 

Moving lading for bracket clearance. 

• • • • . • . • 

!t>93 

.... All lading necessary for operating B wheel not 

43 

Tank, cistern shifted endwise replacing carload 


1.663 

to be allowed. 

44 

Tank Cistern shifted endwise. 

. 

.832 

.... All jacking, blocking. 







Sec. 54 LOADS, REPAIRING FOR, OR RE¬ 
PAIRS TO, WOOD PARTS. 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 


1 

Bearing strip on floor, nailed. 

.070 

.042 


.... Securing. 

2 

Bearing piece on floor, bolted. 

.208 

.166 


.... All Bolts and Cleats under Floor. 

3 

Bearing piece slide. 

.277 

.193 


.... All bolts, sliding plate and cleats under floor. 

4 

Bearing piece pivoted. 

.484 

.193 


.... All bolts, center plate, side bearings and center 

n 

5 

Bearing piece on top of side plank. 

.138 

.111 


.... Placing. 

6 

Board, tie. 

.070 

.055 

.027 

.... Fitting and securing. 

7 

Board, door protection, less than 9" wide. 

.042 

.... 


.... Fitting and securing. 

8 

Board, door protection, 9" or over. 

.070 

.... 


.... Fitting and securing. 

9 

Brace, bolted. 

.166 

.111 


.... Fitting all bolts. 

10 

Brace, diagonal, for bearing piece on top of 
side plank. 

.138 

.083 


.... Fitting and securing. 

11 

Brace, others, nailed. 

.070 

.055 


.... Fitting and securing. 

12 

Center plate backing on floor. 

.277 

.193 


.... Fitting. All bolts and center plate. 

13 

Covering drop door opening—Gondola. 

.138 

!070 


- Fitting and securing. All planks and cleats. 

14 

Check block, large for cylinder, etc. 

.138 


.... Fitting and securing. 

15 

Check block, small. 

.042 

.027 


.... Fitting and securing. 

16 

Covering drop door opening—Hopper. 

.249 

.... 


.... Fitting and securing. All planks and cleats. 

17 

Covering hole in floor of coke rack. 

.070 

.... 


.... Fitting and securing. All planks. 

18 

Cribbing at top of chute—Hopper. 

.277 

! iii 


.... Fitting and securing. All planks and cleats. 

19 

End protection piece. 

.138 


.... All bolts. 

20 

End support for bulged end. 

.346 

. i.38 


.... Fitting and securing. All lags or lug bolts. 

21 

Load, center clamp, complete. 

.277 


.... All bolts or rods. 

22 

Load, center clamp piece. 

.070 

! iii 


.... Securing. 

23 

Load, end top clamp piece. 

.138 


.... Securing. 

24 

Post under center of bearing piece. 

.138 

.ill 


.... Securing . All cleats. 

25 

Side bearing backing on floor. 

.138 

.083 


.... Fitting. All bolts and side bearing. 

26 

Stake, side or end. 

.111 


.... Fitting and securing. 

27 

Strut brace for high structural iron on pivoted 
bearing./. .... 

.416 



.... All bolts, plates and angle irons. 

28 

Strut brace for loads on solid bearing. 

.208 

.138 


.... Fitting and securing. 

29 

Strip, 60 M. cap'y car for coal—Stock. 

1.109 

.... 


.... Securing, stripping between each slat. 

30 

Strip, 80 M. or more cap’y car for coal—Stock. 

.970 

.... 


.... Securing, stripping between each slat. 

31 

Cleat Rod or Bolt under floor. 

.035 



.... Fitting and securing. 


331 














































































Sec. 55 LOADS, PREPARING FOR, OR 

REPAIRS TO, IRON PARTS. 

ABC 

D EXPLANATION AND WORK INCLUDED. 

1 

Center plate, top or bottom. 

.138 . 

.... Securing and lubricating. 

2 

Chaining two cars together. 

.416 . 

.... Securing hooks with wire. 

3 

Rod, brace, or tie. 

.166 .138 .... 

.... Securing. 

4 

Side bearing plate, top or bottom. 

.070 . 

.... Securing and lubricating. 

5 

Slide iron. . 

.111 . 

.... Securing and lubricating. 

6 

Strut brace angle plate, bottom. 

.111 . 

.... All bolts. 

7 

Strut brace angle plate, top. 

.138 . 

.... All bolts. 

8 

Strut brace strap plate, bottom. 

.166 . 

.... All bolts. 

9 

Strut brace strap plate, top. 

.208 . 

.... All bolts. 

10 

Spacing two cars apart. 

.555 . 

.... Jacking cars apart, metal* blocks, shim plates 
staples, all bolts and securing coupler release 
levers. 

11 

Wire around load or across stakes, per wrap... 

.027 . 

_ Securing and tightening. 


Sec. 56 MISCELLANEOUS, IRON PARTS. A B C D EXPLANATION AND WORK INCLUDED . 


1 

Belt rail plate—XI. 

.416 

.346 

. 

All bolts or screws. 

2 

Bolster floor strap—Steel underframe. 

.138 

.111 

.... • • • • 

All bolts. 

3 

Center sill reinforcing plate, full length of sill.. 

.346 

.277 


All bolts through sills. 

4 

Center sill reinforcing plate, back of bolster.... 

.208 

.166 

.... .... 

All bolts through sills. 

5 

Center or side sill spacing casting, over bolster 
or cross bearer—Fi. 

.277 

.208 


All bolts. 

6 

Center or side sill spacing casting, between 
bolster and cross bearer—Fi. 

.208 

.138 


All bolts. 

7 

Center pin cover plate. 

.070 

.055 

.... .... 

Fitting and securing. 

8 

Ditcher car apron. 

.346 

.277 


Staples, eye bolts or clamps. 

9 

Dome angle iron—Cabin. 

.346 

.277 


All bolts. 

10 

Dome brace outside—Cabin. 

.138 

.111 

.... .... 

All bolts, lags and gum. 

11 

Dome brace inside—Cabin. 

.152 

.138 

.... .... 

All bolts and screws. 

12 

Dome lamp cage. 

.416 

— 

. 

Securing. 

13 

End or side post, support plate. 

.138 

.111 

. 

All bolts or lags. 

14 

End sill, safety hook or link. 

.138 

.111 

.... .... 

Securing plates and nut locks. 

15 

End sill overhead plate when drafts are removed. 

.042 



Placing. 

16 

End sill overhead plate when drafts or end sill 
are not removed. 

.416 

.374 


All bolts. 

17 

End sill bottom plate—Fa. 

.166 

.138 


Placing and securing. All bolts except bolts 

18 

End sill bottom plate—Fg. 

.138 

.098 


overhead plate. 

Placing and securing. 

19 

Equipment plate. 

.098 

.083 

!042 

All bolts or screws. 

20 

Fascia board tie plate. 

.042 

.027 


All bolts. 

21 

Headlight. 

.138 

.111 

.... ....'■ 

All screws. 

22 

Lag screws. 

.042 


.... *.006 

Securing and boring hole, lightening when 

23 

Nut, 134" or less. 

.015 

.015 

.... *.006 

loose. 

Washer or nut lock, lightening when loose. 

24 

Nut, over 134".. .. 

Post plate, angle, channel or Z bar. 

.042 

.042 

.... ,*.010 

Washer or nut lock. *Tightening when loose. 

25 

.138 

.111 


Fitting. All bolts, lags or screws. 

26 

Rail clamp—Derrick. 

.138 

.111 


Securing with handle. 

27 

Rail or track, inside on top plate—Kb. 

.970 

.900 


All screws and spacing strips. 

28 

Rail or track, inside hung from carlin—Kb.... 

.555 

.484 


All bolts. 

29 

Running bo&rd, latitudinal angle or strap. 

.138 

. . . . 

.... .... 

All bolts. 

30 

Safety link and plate, side sill.. 

.111 

.098 

.... .... 

All bolts. 

31 

Siding strap or angle, per bolt—X23 type..... 

.042 

.042 

.042 .... 

Securing. 

32 

Siding plate on corner post—Kf. 

.070 

.055 

.... .... 

All screws. 

33 

Striking plate or coupler support—Fi, Gg, or Xf 

.208 

.... 

.... .... 

All bolts. 

34 

Striking plate, others. 

.070 



Fitting. All bolts or lags. 

35 

Striking plate and dead block combined. 

.416 

’.277 


All bolts. 

36 

Split or cotter key. 

.015 


*.002 

Opening split end. * Opening split end. 

37 

Tin strip on siding or floor. 

.027 

.... 


Securing. 

38 

Wood screw 134" long or less. 

.008 


*'.005 

Securing and boring holes, lightening when 

39 

Wood screw over 134" and less than 3" long.... 

.015 


.... *.006 

loose. 

Securing and boring holes. *Tightening when 

40 

Wood screw 3" or over. 

.027 


.... *.006 

loose. 

Securing and boring holes, lightening when 

41 

Cast figure per screw or stove bolt. 

.008 

.008 


loose. 

Securing. 

42 

False bottom hanger with or without bolts or 
lags—Sa. 

.042 

.027 


Placing. 

43 

False bottom hanger with bolts or lags. 

.111 

.098 

.... .... 

All bolts or lags. 

44 

End Ventilator Foreign Box. 

.277 

.208 

. 

All bolts or lags. 


332 




























































Sec. 57 MISCELLANEOUS WORK. A B C D EXPLANATION AND WORK INCLUDED 


1 

Dead block and draft timbers, partially down.. 


. .098 .... 

Jacking to place. 

2 

Filler for gain, mortise or dap. 

Guaging height of couplers, per car. 

.042 ... 

, .... .... 

Fitting and securing. 

3 


.004 

Before and after repairs. 

4 

Hole plugged. 

.007 ... 

. .... .... 

Fitting and securing. 

5 

Material charging, on M. P. 124 repair card at 
2% of total amount of labor. 



Making record of all material necessary to be 

6 

Patch on any part of car frame—Flush. Not 
elsewhere specified. 

.138 ... 


charged in making repairs. 

Fitting and securing. 

7 

Patch on any part of car—Outside. 

.055 ... 

. .... .... 

Fitting and securing. 

8 

Riveting bolt over nut. 

.... . . . 

.005 

Not allowed when bolt, rod or nut is renewed. 

9 

Shop marks removed, per car. 

. 

.006 

10 

Spacing, loaded car. 

.... ... 

.138 

Moving to make repairs. 

11 

Spacing, empty car. 

.... ... 

.070 

Moving to make repairs. Only allowed where 

12 

Log chain applied to damaged car. 

.208 ... 


cars have not been parted by shifter. 
Securing. 

13 

Stamping date on D. V. casting. 

. 

.’.'.’ .’ . 021 

Stamping date of application. 


Sec. 58 MOULDING, WOOD PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Cove, per lin. ft. 

.. .042 

.042 



Fitting and securing. 

2 

Eave, per lin. ft. 

.. .027 

.027 

.... 


Fitting and securing. 

3 

Quarter round, per lin. ft. 

.. .010 

.010 

« 


Fitting and securing. 

4 

Window, door or corner post, per lin. ft. 

.. .015 

.015 

.... 


Fitting and securing. 

5 

Window sill, per lin. ft. 

.. .027 

.027 



Fitting and securing. 

6 

Renailing quarter round, per lin. ft. 

. 

.... 


.002 

Securing. 


Sec. 59 PLANKS, END, SIDE AND TRUSS, 

WOOD PARTS. A B C D EXPLANATION AND WORK INCLUDED. 


1 

End, with rods. 

.832 

.693 .... 

.208 

Fitting. All corner band rivets or bolts and roda 

2 

End, each additional, same end. 

.555 

.346 .... 

.208 

Fitting. All corner band rivets or bolts. 

3 

End, without rods. 

.555 

.346 .... 

.138 

Fitting. All corner band rivets or bolts. 

4 

End truss—Tb. 

.208 

.111 .... 

.... 

Fitting. All screws. 

5 

End truss—Stock. 

.208 

.166 *.027 

.193 

Fitting. All bolts. *Each bolt in each post 
brace. 

6 

Side, with rods. 

.... 2.495 

. 

.484 

Fitting. All corner band and stake rivets or 
bolts and rods. 

7 

Side, each additional, same side. 

.... 1.247 

1.109 .... 

.484 

Fitting. All corner band and stake rivets or 
bolts and rods. 

8 

Side, without rods. 

.... 1.247 

1.109 .... 

.277 

Fitting. All corner band and stake rivets or 
bolts. 

9 

Side, long section—Gr. type. 

.763 

.693 .... 

.180 

Fitting. All stake rivets or bolts. 

10 

Side, short section—Gr. type. 

.484 

.416 .... 

.098 

Fitting. All stake rivets or bolts. 

11 

Side, sectional, per section—F21A. 

.693 

.555 .... 

.138 

Fitting. All bolts, clips and rods. 

12 

Side, filling piece on top of sill, long. 

.277 

.166 .... 

.... 

Fitting and securing. 

13 

Side, filling piece on top of sill, short. 

.138 

.083 .... 


Fitting and securing. 

14 

Side, truss—Tb. 

.832 

.416 .... 

.... 

Fitting. All screws. 

15 

Side, truss—Stock. 

.... .346 

.277 *.027 


Fitting. All bolts. *Each bolt in each post or 
brace. 


Sec. 60 PLANKS, END, SIDE AND TRUSS, 

IRON PARTS. A B C D EXPLANATION AND WORK INCLUDED 


1 End, coping strap. 

2 End truss plank angle, full length... 

3 Edn truss plank angle, sectional, per section. .. 

4 End truss plank reinforcing plate. 

5 Side, angle—Gr type. 

6 Side, angle, when side plank is renewed—Gr 

type.. 

7 Side, angle—F21C type.. 

8 Side, angle, when side plank is renewed—F21C. 

9 Side, coping strap, plain—Gr type. 

10 Side, coping strap, plain—Others.. 


.070 

.055 

• » • • 

.... All lags. 

.138 

.111 

.... 

.... All bolts or screws. 

.055 

.042 


.... All bolts or screws. 

.138 

.111 


.... All bolts. 

.693 

.... 

.138 

.... All bolts and lags. 

.346 

.277 


.... All bolts and lags. 

.346 

.... 

.... 

.... All bolts and lags. 

.208 

.166 


.... All bolts and lags. 

.208 

.166 

.083 

.... All lags. 

.208 

.111 

.055 

_ All lags. 


333 








































































Sec. 61 PLATES, TOP END AND SIDE, 

WOOD PARTS. 

A 

B 

C D 

EXPLANATION AND WORK INCLUDED. 

1 

End-cabin, Refrigerator or Ta. 

.. 1.371 

.832 

.... 1.109 

Fitting. All bolts, rods, corner bands, posts or 
brace pockets. 

2 

End-Tb. 

.. 1.371 

.832 

.... 1.386 

Fitting. All bolts and rods. 

3 

End-knee-Tb. 

.. .277 

.208 

.277 

Fitting. All bolts. 

4 

End—Others. 

.. 1.371 

.832 

.623 

Fitting. All bolts, rods, corner bands, post or 
brace pockets. 

5 

End—Strengthening piece. 

.208 

.... 

.... .... 

Fitting. All bolts. 

6 

Side—Cabin or pickup. 

.. 2.079 


.... 1.524 

Fitting. All bolts, rods and post or brace 
pockets. 

7 

Side—Refrigerator. 

.. 4.129 

.... 

.... 1.386 

Fitting. All rods, corner bands, post or brace 
pockets and lug bolts. 

8 

Side—Tb. 

.. 3.811 

.... 

.... 2.079 

Fitting. All bolts and rods. 

9 

Side—Others. 

.. 3.430 

.... 

.... 1.386 

Fitting. All rods, corner bands, post or brace 
pockets and lug bolts. 

10 

Side—Strengthening piece. 

.. .208 


.346 

Fitting. All bolts. 


Sec. 62 PLATFORM, END—TB., WOOD 

PARTS 

A 

B 

C D 

/ 

EXPLANATION AND WORK INCLUDED. 

1 

End rail. 

. .693 , 

.555 

.... 1.386 

Fitting. All bolts. 

2 

Floor platform. 

. .208 

.138 

.... *.277 

Fitting. All bolts. *Frame and put together 
all parts. 

3 

Floor platform batten. 

. .138 



Fitting. All bolts or screws. 

4 

Floor platform rest sill. 

.208 

!l93 

.277 

Fitting. All bolts. 

5 

Sill or knee, long. 

. .832 

.693 

.693 

Fitting. All bolts. 

6 

Sill or knee, short. 

. .138 

.111 

.138 

Fitting. All bolts. 

7 

Sill or knee facing. 

. .208 

.138 

. 

Fitting and securing. 


Sec. 63 PLATFORM, END—CABIN AND 

TOOL CAR, IRON PARTS 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 

1 

Buffer, complete. 

. .138 

.111 


$ 

.... Placing. 

2 

Buffer face plate. 

. .138 



.... All rivets. 

3 

Buffer foot plate. 

. .070 

.055 


.... All key bolts. 

4 

Buffer spring. 

. .070 

.055 


.... Key and washers. 

5 

Buffer spring seat. 

. .070 

.055 


.... All bolts. 

6 

Buffer spring washer. 

.015 



.... Placing. 

7 

Buffer stem. 

. .111 



.... Rivet. 

8 

Buffer stem guide. 

. .070 

.055 


.... All lags. 

9 

Buffer stem key. 

.027 

.015 


.... Securing with ring or cotter. 

10 

Center casting. 

. .138 

.111 

.055 

.... All bolts. 

11 

End rail face plate. 

. .098 

.083 

.... 

.... All screws. 

12 

End rail top plate. 

. .098 

.083 

.... 

.... All screws. 

13 

Floor platform bracket. 

.042 


.... 

.... Bolt. 

14 

Hand rail with posts. 

.208 

.138 


.... All nuts and washers. 

15 

Hand rail post, short. 

.111 


.... 

.... All nuts and washers. 

16 

Hand rail post, long. 

. .208 

!i66 


.... All bolts. 

17 

Hand rail foot casting—Tb. 

. .098 

.070 


.... All bolts. 

18 

Hand rail chain. 

. .070 

.055 


.... Securing. 

19 

Platform lug rod. 

. .138 

.111 


.... Securing. All bolts. 


Sec. 64 PLATFORM—TANK CARS, WOOD 



PARTS 

A 

B C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Tank head block. 

.416 

.277 .... 

.693 

Fitting. 

All bolts through sills. 

2 

Tank head block filling piece. 

... .138 

.111 .... 

.111 

Fitting. 

All bolts. 

3 

Tank rest or saddle, over bolster. 

... .277 

.208 .... 

.555 

Fitting. 

All bolts through sills. 

4 

Tank rest or saddle, over cross bearer. 

.180 

.138 .... 

.277 

Fitting. 

All bolts through sills. 

5 

Tank slat, full length. 

.208 

.166 .... 

.... 

Fitting. 

All bolts. 

6 

Tank slat, sectional, per section. 

.098 

.083 .... 


Fitting. 

All bolts. 

7 

Hand rail post. 

... .070 

.058 .... 

.098 

Fitting. 

All bolts through sills. 


334 


V 






































































Sec. 65 PLATFORM—TANK CARS, IRON 

. PARTS. A B C D EXPLANATION AND WORK INCLUDED. 


1 

Bracket, large, cast iron. 

.208 

.166 

2 

Bracket, small, cast iron. 

.166 

.138 

3 

Bracket wrought iron. 

.208 

.166 

4 

Corner Brace. 

.277 

.208 

5 

Hand hold angle iron. 

.070 


6 

Hand rail post. 

.111 

’098 

7 

Hand rail rod. 

.138 

.111 

8 

Hand rail metal sign. 

.111 

.070 

9 

Pipe sill, full length. 

.208 

.166 

10 

Pipe sill, per section. 

.138 


11 

Pipe sill, center, or end socket. 

.042 


12 

Pipe sill, clip. 

.070 


13 

Sheet iron, per sq. ft. 

.008 

.005 

14 

Sheet iron, edge angle, per rivet. 



15 

Tank head block casting. 

.484 

.416 

16 

Tank head block casting, when end sill is re¬ 
newed . 

.208 

.166 

17 

Tank head block casting, when drafts are re¬ 




newed . 

.070 

.055 


. All bolts and pipe sill clip. 

. All bolts and pipe sill clip. 

. All bolts and brace. 

.083 .... All bolts. 

. Bolt in end sill. 

. All nuts and washers. 

. Nuts and washers. 

. Securing to hand rail and post. 

. Securing to brackets, end and center sockets. 

. Securing to brackets, end and center sockets. 

. Placing. 

. Bolt. 

. Fitting and securing to end and intermediate 

sills. Rivets and hook bolts, extra. 

. Each rivet cut out and applied. 

. All bolts. 

. All bolts. * 

. Placing. 


Sec. 66 PLATFORM AND PUSH POLE- 

POLING CAR, WOOD PARTS. 

A 

B 

C D 

EXPLANATION AND WORK INCLUDED. 

1 

Weight or coal box—Sa type. 

.416 

.346 

.... *1.038 

All lags. *Framing and constructing. All parts 
except lid. 

2 

Weight or coal box, side or end plank—Sa.... 
Weight or coal box, partition plank—Sa. 

.138 

.111 


Fitting. All bolts. 

3 

. .070 

.055 

.... .... 

Fitting and securing. 

4 

Weight or coal box, cover, per sq. ft.—Sa. 

.027 

.027 


Fitting and securing. 

5 

Weight or coal box, lid—Sa. 

Weight frame, side piece—Sa. 

. .138 

.111 

.' *.208 

Fitting. All hinges. Constructing. All parts. 

6 

.832 

.555 

.277 

Fitting. All bolts. 

7 

Weight frame, end piece—Sa. 

.416 

.277 

.277 

Fitting. All bolts. 

8 

Weight frame, center piece—Sa. 

. .138 

.111 

.070 

Fitting and securing. 

9 

Weight frame, cross piece—Sa. 

.070 

.055 

.070 

Fitting and securing. 

10 

Weight frame, wheel brace—Sa. 

.138 

.111 

.Ill 

Fitting and securing. 

11 

Cabin—Sa. 


.693 


Securing. All floor strips. 

12 

Push pole. 

.208 

.138 

*'.277 

Securing to guide rod. *Framing after pole is 
turned. 


Sec. 67 PLATFORM AND RUSH POLE- 

POLING CAR, IRON PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Hand rail, per section. 

.346 

.277 



All bolts. 

2 

Hand rail, floor plate—Wooden underframe.... 

.208 

.193 



All bolts. 

3 

Hand rail, floor plate—Steel underframe. 

.111 

.098 



All bolts. 

4 

Push pole band. 

.138 

.111 



Fitting and securing. 

5 

Push pole fulcrum casting. 

.346 

.277 



Fitting. All bolts. 

6 

Push pole guide rod. 

.111 

.098 



Turnbuckle and connecting to lever. 

7 

Push pole guide rod hanger. 

.138 

.111 



All bolts. 

8 

Push pole lever with ball and socket. 

.138 

.111 



Connecting guide rod. 

9 

Push pole lever. 

.070 



.... 

Bolt. 

10 

Push pole lever ball. 

.070 




Stud bolt. 

11 

Push pole post. 

.277 

.208 



Nut, washer and socket. 

12 

Push pole socket. 

.277 

.208 



Fitting and securing. 

13 

Push pole safety hook on side sill. 

.070 

.055 



All bolts. 

14 

Weight or coal box strap—Sa. 

.277 




All bolts and lags. 

15 

Weighting car with iron, per 100 lbs. 

.138 

’l38 



Placing. 

16 

Weighting car with wheels, per wheel. 

.138 

.138 



Placing. 

17 

Weighting car with rail, per rail. 

.138 

.138 



Placing. 

18 

Wheel fit to floor. 

.138 

.138 


.138 

Leveling up and securing. 


Sec. 68 POCKETS AND STAPLES, IRON 







PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Brace or post pocket, single, double or triple, 





• 


without bolts.. • • • 

.042 

.027 

.... 

.... 

Fitting and placing. 

2 

Brace or post pocket, single, double or triple, 







with one bolt.. • • • 

.055 

.042 


.... 

Fitting. Bolt. 

3 

Brace or post pocket, single, double or triple, 







with two bolts. 

.070 


.... 

* 

Fitting. All bolts. 

4 

Hay rack, rail pocket. 

.070 

.055 



All bolts. 

5 

Push pole pocket—Tank. 

.166 

.138 



All bolts. 


335 












































































Sec. 68 POCKETS AND STAPLES, IRON 

PARTS—Continued. 

A 

B 

C D EXPLANATION AND WORK INCLUDED. 

6 

Push pole pocket—Ta. 

.138 

.111 

. Fitting. All bolts. 

7 

Stake pocket, with one staple. 

.098 

.083 

. Staple. 

8 

Stake pocket, with two staples. 

.138 

.111 

. All staples. 

9 

Stake pocket, side plank, 2 bolts. 

.070 

.055 

. All bolts. 

10 

Stake pocket, side plank, 4 bolts. 

.098 

.083 

. All bolts. 

11 

Staple, roping and plate. 

.083 

.070 

. Securing. 

12 

Staple for pocket, post, stake or ditcher car 
apron. 

.083 

.070 

. Securing. 

13 

Temporary stake pocket, straightened on car... 


.... 

.070 Repairing to proper shape. 

14 

Longitudinal sill end pocket without bolts or 
lags. 

.042 

.027 

. Fitting and placing. 

15 

Longitudinal with bolts or lags. 

.098 

.083 

. Fitting all bolts and lags. 


Sec. 69 POST, CORNER* DOOR, END OR 

SIDE, WOOD PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Corner—Cabin or Pickup. 

.277 

.208 


.416 

Fitting. Nail lining. 

2 

Corner—Ky or Ke type. 

.484 

.416 


.555 

Fitting. All bolts in plate and sill, nail siding 

3 

Corner—X25. 

.277 

.208 


.277 

or slats. 

Fitting. All bolts. 

4 

Corner, solid quarter round—Ta. 

.416 

.346 


1.109 

Fitting. Nail lining. 

5 

Corner, sectional, per section—Cabin or Tool. . 

.277 

.208 


.416 

Fitting. All bolts or screws. 

6 

Corner, sectionl cap—Cabin or Tool. 

.346 

.277 


.416 

Fitting. All screws. 

7 

Corner—Others. 

.416 

.346 

* .070 

.555 

Fitting. Nail lining, siding or slats. *One end. 

8 

Door—Cabin and Pickup. 

.277 

.208 

.... 

.484 

Fitting. Nail lining. 

9 

Door—Ky or Ke type. 

.416 

.346 


.623 

Fitting. All bolts in plate and sill, nail siding 

10 

Door, solid quarter round—Ta. 

.416 

.346 


1.109 

or slats. 

Fitting. Nail lining. 

11 

Door, solid quarter round—Ta. 

.693 

.346 


1.386 

Fitting. Nail lining. 

12 

Door—Others. 

.346 

.277 

.... 

.623 

Fitting. Nail lining, siding or slats. 

13 

Door, rabbet strip, per section. 

.070 

.070 

.... 

.... 

Fitting and securing. 

14 

Door, filler—X25. 

.138 

.111 


.166 

Fitting and placing. 

15 

Door, facing—X23, X24, X25. 

.208 

.193 


.208 

Fitting. All bolts or screws. 

16 

Door, casing—Refrigerator or Produce. 

.138 

.111 



Fitting. All screws. 

17 

Door auxiliary—Refrigerator. 

.180 

.166 


.138 

Fitting. All screws. 

18 

End. 

.277 

.208 

© 

* 

.208 

Fitting. Nail siding, lining or slats. *One end. 

19 

End, cap. 

.138 

.111 


.070 • 

Fitting. All bolts. 

20 

False, door or corner—Tool. 

.138 

.111 


.138 

Fitting. All screws and nail lining. 

21 

Side—Cabin or Tool. 

.277 

.208 


.277 

Fitting. Nail lining. 

22 

Side—Ky or Ke type. 

.346 

.277 


.416 

Fitting. All bolts in plates and sill. Nail lining 

23 

Side—Kf. 

.277 

.208 


.277 

or slats. 

Fitting. Nail siding. 

24 

Side, for sectional lining. 

.277 

.208 


.416 

Fitting. Nail lining. 

25 

Side or end—X25. 

.193 

.166 


.083 

Fitting. All bolts. 

26 

Side, short, under belt rail—Ta. 

.070 

.055 



Fitting and securing. 

27 

Side—Others. 

.277 

.208 


.208 

Fitting. Nail siding, lining or slats. 

28 

Side, door, corner or end, out of place, per post. 

.... 

.... 

.070 

.... 

Replacing and nailing. 

29 

Side, door, corner or end, out of place, with 
load against post, per post. 

.... 

.... 

.208 

.... 

Replacing, nailing and forcing back load. 


Sec. 70 RACK, COKE SECTION AND IRON 
PARTS. 

A 

B 

C D 

EXPLANATION AND WORK INCLUDED. 

1 

Corner brace—Slat rack. 

.236 

.193 

*.027 .... 

All bolts or rivets. *Each bolt or rivet in each 
slat. 

2 

Corner brace—Solid rack. 

.346 

.277 

*.027 .... 

All bolts or rivets. *Each bolt or rivet in each 
slat. 

3 

Corner brace casting. 

.138 

.111 

.... .... 

All bolts. 

4 

Gate guide iron—Slat rack. 

.138 

.111 

*.027 .... 

All bolts, ferrules and tumblers, except bolts 
through gate. *Each bolt in each slat. 

5 

Gate guide iron—Solid rack or Gpa. 

.111 

.098 

*.027 .... 

All bolts, ferrules and tumblers, except bolts 
through gate. *Each bolt in each plank or 
slat. 

6 

Gate guide iron with threaded ends—H-22. 

.083 

.070 

.... .... 

Bolt, ferrule and nut. 

7 

Gate guide iron without threaded ends—H-22.. 

.166 

.138 

.... .... 

All bolts and ferrules, except bolts through gate 

8 

Pressed steel tie bar. 

.277 

.208 

.111 .... 

All bolts or rivets in stakes. 

9 

Stake clip. 

.015 

• . . . 

.... .... 

Securing. 

10 

Section, side or end. 

.... 

.193 

. 

All clips and bolts. 


336 































































Sec. 71 



WOOD PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Movable type, per section. 

.166 

.138 


*.346 

Placing. Constructing. 

2 

Rail, top or bottom for wood or iron rounds— 







Movable type. 

.208 


.... 

.138 

Fitting. All bolts or rods. 

3 

Rail, top between carlins, per section. 

.138 


.... 

.083 

Fitting and securing. 

4 

Rail, bottom from door to end of car. 

.138 

. iii 


.346 

Fitting and securing. 

.5 

Rail cap from door to end of car. 

.208 

.193 

*’(327 

.111 

Fitting. All bolts. *Each bolt in post or brace. 

6 

Rail cap on door head piece. 

.111 

.083 

.... 

.070 

Fitting and securing. 

7 

Slat. 

.027 



.042 

Fitting and securing. 

8 

Rail, top or bottom for slats—Movable type... 

.208 



.346 

Fitting. All rods. 


Sec. 72 RACKS, HAY—STOCK CARS, 







IRON PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Guide, or hanger. 

.070 

.055 

.027 


All bolts and screws. 

2 

Rack, per section—Movable type. 

.166 

.138 

.... 

.346 

Placing. 

3 

Rail, top or bottom—Movable type. 

.208 


.... 


Securing. All rods. 

4 

Rail, bottom from door to end of car. 

.277 

]236 

.... 

.... 

All clamps. 

5 

Rail clamp. 

.055 

.042 

.... 

.... 

All bolts. 

6 

Rail cover plate from door to end of car. 

.277 

.236 

.... 


All bolts. 

7 

Rail cover plate between carlins, per section. .. 

.083 

.070 



All bolts. 

8 

Rod. 

.098 


.... 


Securing. 

9 

Round, plain. 

.015 


.... 

.... 

Placing. 

10 

Round with threaded end. 

.055 

.042 

.... 

.... 

Nut. 

11 

Round with drilled end. 

.027 

.015 


• . . 

Screws. 


Sec. 73 RACK, MEAT—REFRIGERATOR 
CARS, WOOD PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Hook rail, per section.. 

. .166 

.138 

*.015 

.138 

Fitting. All hook bolts. *Each hook bolt. 

2 

Hook rail spacing cleat. 

. .027 




Fitting and securing. 

3 

Hook rail bearer. 

. .111 

.070 

.... 


Fitting. All bolts. 

4 

Hook rail bearer space block. 

.027 

.015 

.... 

!027 

Fitting and securing. 

5 

Pipe rail spacing piece, per section, long. 

. .138 


. . ♦ . 

.166 

Fitting and placing. 

6 

Pipe rail spacing piece, per section, short. 

. .111 



.138 

Fitting and placing. 

7 

Side rail, per section. 

. .166 

.138 

.... 

.208 

Fitting. All bolts, lags and screws. 


Sec. 74 RAISE WITH JACKS, BODY, SUPER¬ 
STRUCTURE, ROOF, TOP PLATES 

AND TANK CISTERN. 

A B 

C D 

EXPLANATION AND WORK INCLUDED. 

1 

One end or center of body, loaded car, less than 
70 M. capacity. 

.277 


Raise and lower body. 

2 

One end or center of body, loaded car, 70 M to 
90 M. capacity. 

.346 


Raise and lower body. 

3 

One end or center of body, loaded car, 90 M. to 
120 M. capacity. 

.484 


Raise and lower body. 

4 

One end or center of body, loaded car, 120 M. 
to 150 M. capacity... 

.623 


Raise and lower body. 

5 

One end of body, loaded car, 150 M. capacity 
or over. 

.832 


Raise and lower body. 

6 

One end of body—100 or 150 ton Derrick. 

.693 


Raise and lower body: 

7 

One end of body—Cabin. 

.208 

.... .... 

Raise and lower body. 

8 

One end of body—Empty car, less than 120 M. 
capacity.. • 

.138 


Raise and lower body. 

9 

One end of body—Empty car, 120 M. capacity 
or ovei^.. 

.208 


Raise and lower body. 

10 

One side of body or cant end, loaded car...... 

.166 

.... .... 

Raise and lower body. 

11 

One side of body or cant end, empty car. 

.083 

.... .... 

Raise and lower body. 

12 

Full superstructure, to repair underframe— 
Open car. 

.... 2.495 


Prop, replace and secure. 

13 

Full superstructure, to repair underframe— 
Closed car.. .. ........ 

.... 6.235 


Prop, replace and secure. 

14 

One side of superstructure, to renew side sill— 

.... 1.386 

. 

Prop, replace and secure. 

15 

Open car... • 

One side of superstructure, to renew side nail- 
ing sill—Closed car. 

.... 3.117 

1.386 .... 

Prop, replace and secure. 

16 

One end of superstructure, to renew end post 
sill—Closed car. 

.... 2.079 

. 

Prop, replace and secure. 

17 

One side of one section double deck, to renew 
belt rail stock.. • 

.138 

• ••• •••• 

Prop, replace and secure. 


337 




































































Sec. 74 RAISE WITH JACKS, BODY, SUPER¬ 
STRUCTURE, ROOF, TOP PLATES 

AND TANK CISTERN—Continued. 

A B 

C 

D EXPLANATION AND WORK INCLUDED. 

18 

One end of roof, to renew end plate. 

.166 


.... Prop, replace and secure. 

19 

One side of roof, to renew or splice side plate— 
Box, Produce or Refrigerator. 

.... 1.038 

.277 

.... Prop, replace and secure. 

20 

One side of roof, to renew or splice side plate— 
Stock or Charcoal. 

.416 

.208 

.... Prop, replace and secure. 

21 

One end cistern, loaded, to renew head or saddle 
blocks—Tank . 

.693 


.... Prop and replace. 

22 

One end cistern, empty, to renew head or saddle 
blocks—Tank. 

.416 


.... Prop and replace. 

23 

Two ends cistern, same time empty, to renew 
head or saddle block—Tank. 

.832 


.... Prop and replace. 

24 

Top side or end plate, to renew posts or brace. . 


.346 

.... Prop, replace and secure. 


Sec. 75 RIVETS. 


A B 

C 

D EXPLANATION AND WORK INCLUDED- 

1 

34" or 54" in wood. 


.027 .... 


.... Washer and riveting. 

2 

34" in wood. 


.042 .... 


.... Washer and riveting. 

3 

34" and less than 54" in steel parts. 

Cut out. . 

, , , , .... 

.006 

.... Remove. 

4 

54" and less than 34" in steel parts. 

Cut out.. 


.017 

.... Remove. 

5 

34" and less than 54" in steel parts. 

Cut out.. 

• • . . .... 

.023 

.... Remove. 

6 

54" and less than 54" in steel parts. 

Cut out.. 


.038 

.... Remove. 

7 

54" and less than 1" in steel parts. 

Cut out... 


.050 

.... Remove. 

8 

1" or 134" in steel parts. Cut out.. 


• • • • .... 

.055 

.... Remove. 

9 

134" in steel parts. Cut out. 



.083 

.... Remove. 

10 

54" less 54" in steel parts. Cut out with cutting 
gun or pneumatic hammer. 


.022 

.... Remove. 

11 

54" in steel parts. Cut out, with cutting gun or 
pneumatic hammer. 


.032 

.... Remove. 

12 

1" or over in steel parts. Cut out with cutting 
gun. Pneumatic hammer. 


.037 

.... Remove. 

13 

Cutting to length by machine each. 


.... .... 

.002 


14 

34" and less than y in steel parts. 

Applied.. 

.027 .... 

.... 

.... Renewing, removing, replacing and fitting all 

15 

y and less than 54" in steel parts. 

Applied. . 

.033 .... 


parts. Drifting, reaming holes and heating 
rivets. 

.... Renewing, removing, replacing and fitting all 

16 

34" and less than y in steel parts. 

Applied.. 

.044 .... 


parts. Drifting, reaming holes and heating 
rivets. 

.... Renewing, removing, replacing and fitting all 

17 

y and less than 54" in steel parts. 

Applied.. 

.057 .... 


parts. Drifting, reaming holes and heating 
rivets. 

.... Renewing, removing, replacing and fitting all 

18 

54" in steel parts. Applied. 


.058 .... 


parts. Drifting, reaming holes and heating 
rivets. 

.... Renewing, removing, replacing and fitting all 

19 

1" or 134" in steel parts. Applied. 


.060 .... 


parts. Drifting, reaming holes and heating 
rivets. 

.... Renewing, removing, replacing and fitting all 

20 

154" in steel parts. Applied. 


.074 .... 


parts. Drifting, reaming holes and heating 
rivets. 

.... Renewing, removing, replacing and fitting all 

21 

54" and less than 54" in steel parts, 
hammer. 

Pneumatic 

.004 .... 


parts. Drifting, reaming holes and heating 
rivets. 

.... Remove. 

22 

\ 

y and less than 34" in steel parts, 
hammer. 

Pneumatic 

.010 .... 


.... Remove. 

23 

54" and less than y in steel parts, 
hammer. 

Pneumatic 

.015 .... 

.... 

.... Remove. 


Sec. 76 RODS, TIE, TRUSS AND SADDLES 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 

1 

Center, side hitch or pipe.. 

.208 

.193 


.... All clamps or staples. 

2 

Draft support vertical tie. 

.166 

.138 


.... Securing, tie plate and bolt or staples. 

3 

Housing transverse—Gg. 

.208 

.166 

!083 

4 

Horizontal or vertical tie. 

.166 

.138 

.070 

- Nuts and washers. 

5 

Longitudinal tie, full length of car. 

.277 

*.208 

*.111 

- Nuts and washers. *Not allowed in connection 

6 

Longitudinal tie, full length of car, when sills 
are removed. 

.208 



with sill renewals. 

.... Placing. 

7 

Transverse pipe. 

.070 

.055 

.... 

- Placing. All inside washers. 


338 


















































Sec. 76 RODS, TIE, TRUSS AND SADDLES 



—Continued. 

A 

B 4 

C 

D 

EXPLANATION AND WORK INCLUDED. 

8 

Truss, solid. 

.623 



* .070 

All nuts, washers and trussing. *Trussing only. 

9 

Truss, two sections. 

.484 


.... 

* .070 

All nuts, washers, turnbuckle and trussing. 
*Trussing only. 

All nuts, washers, turnbuckle and trussing. 

10 

Truss, three sections. 

.693 



* .070 

11 

Truss, section—Fi, FI. 

.484 




*Trussing only. 

Nut, washer, turnbuckle and trussing. 

12 

Truss, two section —Fi, FI. 

.832 



*’.070 

All nuts, washers, turnbuckle and trussing. 
*Trussing only. 

Nut, washer, turnbuckle and trussing. 

13 

Truss, section—Others. 

.277 




14 

Truss, section, when sills are removed. 

.166 




Nut, washer, turnbuckle and trussing. 

15 

Truss, solid, when sills are removed. 

Truss, out of end sills. 

.277 



.... 

Nut, washer and trussing. 

16 

.... 

- 

.138 

.... 

Replacing, nut and truss. Not allowed with 

17 

Turnbuckle—Fi, FI. 

.208 




renewal of sills. 

Securing and trussing. 

18 

Turnbuckle—Others. 

.138 

.111 

.... 

.... 

Securing and trussing. Not allowed with truss 

19 

Bearing or queen post on cross bearer, single.. 

.055 

.042 

.... 

.... 

rods. 

Fitting. All bolts or lags, except bolt through 
sill. 

Fitting all bolts. 

20 

Bearing or queen post on cross bearer, double— 
Fi. 

.208 

.193 

- 


21 

Bearing or queen post on cross bearer—Gi 
double Gk. 

.138 

.111 



Securing. 

22 

Bearing or queen post on cross bearer—Others 
double. 

.111 

.098 

.... 

.... 

Fitting. All bolts or lags, except bolt through 
sill. 

All bolts. 

23 

Bearing or queen post on hopper—Gg. 

.346 

.277 

.... 


24 

Bearing or queen post on center sill double—■ 
Gn, Gg. 

.277 

.208 



All bolts. 

25 

Bearing or queen post double—Plate glass car.. 

.277 

.208 



Securing. 

26 

Bearing on hopper—Gh .. 

.346 

.277 

.070 


All bolts and top bracket. 

27 

Bearing top bracket—Gh. 

.111 

.083 

.... 

.... 

All bolts. 

28 

Truss end post or end support. 

.166 

.138 

.... 


Nuts and washers. 

29 

Truss end post or end support saddle. 

.042 

.027 

.... 

.... 

All bolts and lags. 

30 

Truss rod straightened on car. 



.... 

.138 

Repairing to proper shape. 


Sec. 77 ROOF, WOOD PARTS. 

A 

B 

C D 

EXPLANATION AND WORK INCLUDED. 

1 

Carlin, beveled. 

.138 

.111 

.208 

Fitting and securing. 

2 

Carlin, curved—Cabin, Tool or Pickup. 

.208 

.138 

.416 

Fitting, All screws. 

3 

Carlin, curved—Others. 

.138 

.111 


Fitting and securing. 

4 

Carlin, hood, bowed and circled, 3 pieces—Tb.. 

.832 

.484 

1. io9 

Fitting. All screws. 

5 

Carlin, ribbed. 

.070 

.055 

.098 

Fitting. All screws, bolts or lags. 

6 

Carlin, short, lower deck—Tb. 

.138 

.111 

.138 

Fitting. All screws. 

7 

Carlin at bulkhead post—Refrigerator. 

.138 

.111 

.346 

Fitting. All screws. 

8 

Carlin for ice box trimmer—Refrigerator. 

.138 

.111 

.277 

Fitting. All bolts. 

9 

Carlin filler—Steel carlin. 

.055 

.042 

.055 

Fitting. All bolts. 

10 

Carlin filler on side plate—Refrigerator. 

.070 

.055 

.070 

Fitting and securing. 

11 

Carlin filler on side plate—Box. 

.098 

.083 

.070 

Fitting. All bolts. i 

12 

Carlin trimmer—Refrigerator. 

.208 

.193 

.208 

Fitting and securing. 

13 

Carlin, renailing on side plates. 

.015 


.... .... 

Nailing at both ends. 

14 

Purlin, full length, bolted... 

.277 

.208 

.070 

Fitting. All bolts. 

15 

Purlin, full length, nailed. 

.166 

.138 

.... .... 

Fitting and securing. 

16 

Purlin filler on end plate—X23. 

.138 

.111 

.070 

Fitting. All bolts. 

17 

Purlin filler on end plate—Others. 

.055 

.042 

.... .... 

Fitting and securing. 

18 

Purlin or ridge pole, renailing. 

.042 

.... 


Nailing on all carlins. 

19 

Ridge pole, top, bolted or screwed. 

.346 

.277 

*’.277 

Fitting. All bolts or screws and lug. bolts. 

20 

Ridge pole, top, nailed. 

.208 

.166 

.... *.208 

*Except mortises. 

Fitting and securing. All lug bolts. *Except 

21 

Ridge pole, bottom, bolted, per section. 

.166 

.138 

.277 

mortises. 

Fitting and securing. All lug. bolts. 

22 

Ridge pole casing piece, per section, per lin. ft.. 
Roofing, crosswire, single layer, per lin. ft. Ref’r 

.015 

.055 


Fitting and securing. 

23 

.055 

.... .... 

Fitting and securing. 

24 

Roofing, crosswire, single layer, per lin. ft.— 
Others. 

.044 

.044 


Fitting and securing. 

25 

Roofing, lengthwise, per sq. ft. 

.015 

.015 


Fitting and securing. 

26 

Roofing, per lin. ft.—Cabin. 

.208 

.070 


Fitting and securing. 

27 

Roofing patch, one lin. ft., or less, or sq. ft. or less 

.070 


Fitting and securing. 

28 

Roofing, crosswise, renailing per lin. ft. 

.008 



Nailing loose roof at all points. 

29 

Roofing, lengthwise, renailing, per lin. ft. 

.055 



Nailing loose roof at all points. 

30 

Roof, replacing when shifted out of place. 

.693 



Replacing and securing 


339 




































































Sec. 

78 ROOF, IRON PARTS. 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 

1 

Carlin, angle iron, or pressed steel.' 

Carlin plate or angle—Cabin.... 

.277 

.208 


.... All bolts in side plate. 

2 

.208 

.193 


.... Securing. All rivets. 

3 

Carlin diagonal brace strap. 

.138 

.111 


.... All bolts, lags or screws. 

4 

Murphy sheet. 

.111 

.098 

.083 

.... Securing. All clamps. 

5 

Murphy sheet clamp, large. 

.055 

.... 


.... Securing. Bolt. 

6 

Murphy sheet clamp, small. 

.010 


.... 

.... Securing. 

7 

Murphy sheet clamp, large, replacing. 

.... 

.021 

.... 

.... Placing and securing, when out of place. 

8 

Murphy sheet clamp, small, replacing. 

.... 

.005 


.... Placing and securing, when out of place. 

9 

Murphy sheet eave cap or cone sheet. 

.006 

.... 


.... Securing. 

10 

Tin or galvanized iron patch less than 2" square. 

.034 


.... 

.... Cutting patch and soldering. 

11 

Tin or galvanized iron patch 2" and less than 

8" square. 

.074 



.... Cutting patch and soldering. 

12 

Tin or galvanized iron patch 8" square or over . 

.138 

.... 

.... 

_ Cutting patch and soldering. 

13 

Tin or galvanized iron strip under running board. 

.138 

.... 

.... 

.... Securing. 

14 

Tin or galvanized iron sheet, half width of roof 
(other than Murphy). 

.070 

.055 


.... Securing. 

15 

Winslow sheet when pur lines and ridge pole are 
removed. 

.070 

.055 


/ 

.... Securing. 

16 

Winslow sheet when purlines and ridge pole are 
not removed.. 

.277 


*.055 

.... Securing. *Replacing when out of place. 

17 

Winslow carlin cap. 

.015 

.015 


.... Securing. 

18 

Winslow sheet eave patch. 

.070 

.... 

.... 

.... Securing. 

19 

Tin or galvanized iron sheet, radial full width 
of cars, Murphy or Hutchins type. 

.222 

.193 

.083 

.... Securing all clamps. 

20 

Purline tin strap. 

.015 

.... 

.... 

.... Securing and soldering over nail heads. 

21 

Running board saddle or ridge pole and bolt 
head cap. 

.015 

.... 

.... 

.... Securing and soldering over nail heads. 


Sec. 79 SIDING AND BOARDS ABOVE OR 
BELOW DOORWAY. 

A 

B C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Longitudinal, per sq. ft., nailed. 

.015 

.015 .... 


Fitting and securing. 

2 

3 

Longitudinal, per sq. ft., bolted. 

Vertical, per lin. ft., or less—Refrigerator and 

.627 

.027 .... 

.... 

Fitting and securing. All bolts. 


Produce. 

.193 

.193 .... 


Fitting and securing. 

4 

Vertical, per lin. ft., or less—Cabin and Ta.... 

.208 

.208 .... 

.... 

Fitting and securing. 

5 

Vertical, per lin. ft., or less—Tb. 

.236 

.236 .... 

.... 

Dressing, fitting and securing. 

6 

Vertical, per lin. ft., or less—Furniture. 

.166 

.166 .... 

.... 

Fitting and securing. 

7 

Vertical, per lin. ft., or less—Others. 

.138 

.138 .... 

.... 

Fitting and securing. 

8 

9 

Vertical, per lin. ft., or less, bolted. 

Vertical, above door, per lin. ft., or less—Re¬ 

.236 

.236 .... 

.... 

Painting edges, fitting and securing. All bolts. 

10 

frigerator and Produce. 

Vertical, above or below door, per lin. ft., or 

.055 

.055 .... 

.... 

Fitting and securing. 


less—Others. 

.032 

.032 .... 

.... 

Fitting and securing. 

11 

Board above or below door. 

.138 

.138 .... 

.... 

Fitting and securing. 

12 

Board above door—Modified Wagner. 

.138 

.138 .... 

.070 

Fitting and securing both pieces. 

13 

Punching nails for reapplication, per lin. ft. 

.... 

.... .... 

.070 

Paid only for siding replaced. 

14 

Punching and renailing, per lin. ft. 


. 

.055 

Securing and set nails when necessary. 

15 

Renailing, per lin. ft. 

.017 

.... .... 

.... 

Securing at all points and set nails when neces¬ 
sary. 


Sec. 80 SILLS, FILLERS, FURRINGS, 



STRENGTHENING PIECES AND 
END SILL PLANK. 

A. 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Center—Ta. 

. 1.565 

1.109 


1.038 

Fitting. All bolts in bolster, cross bearers, lug 
bolts and nail floor. 

2 

Center—Furniture. 

,. 1.941 

1.109 

.... 

1.038 

Fitting. All bolts in bolsters, cross bearers, lug 
bolts and nail floor. 

3 

Center—Tank. 

. 1.386 

1.109 

.... 

.832 

Fitting. All bolts in bolsters, cross bearers, lug 
bolts and nail floor. 

4 

Center—Tb. 

. 2.079 

1.109 

.... 

1.038 

Fitting. All bolts in bolsters, cross bearers, 
lug bolts and nail floor. 

5 

Center, short—Plate glass car. 

,. .555 

.416 


.416 

Fitting all bolts in bolster, lug bolt and nail floor. 

6 

Center, short stub, side of sill. 

.416 

.346 

.... 

.416 

Fitting. Tie bolts through sill and nail floor. 

7 

Center—Others. 

. 1.565 

1.109 

.... 

.832 

Fitting. All bolts in bolster, cross bearers, lug 
bolts and nail floor. 

8 

Center, filler short. 

. .346 

.277 

.... 

.346 

Fitting. Tie bolts. 

9 

Center, filler long. 

. .832 

.555 


.555 

Fitting. All bolts. 

10 

End, under siding. 

. 1.663 

1.386 

.693 

1.565 

Fitting. All bolts and truss body rods. 

11 

End, outside—Furniture. 

. 1.386 

.970 

.... 

1.109 

Fitting. All bolts, striking plate and truss body. 

12 

End, sectional, long, per section—Fi. 

. .832 

.693 

.... 

.693 

Fitting. All bolts striking plate or rest plate. 


340 
























































Sec. 80 SILLS, FILLERS, FURRINGS, 

STRENGTHENING PIECES AND 

END SILL PLANK—Continued. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

13 

End, sectional short, per section—Fi. 

End, top section—Fg. 

.346 

.277 


.346 

Fitting. All bolts and truss body rods. 

14 

.555 

.416 

.... 

.693 

Fitting. All bolts and striking plate. 

15 

End, bottom section—Fg. 

End, P. R. R.—Tank. 

.277 

.208 

.... 

.346 

Fitting. All bolts and rest plate. 

16 

.970 

.693 


1.172 

Fitting. All bolts and striking plate. 

17 

End—Nc. 

1.142 

.832 

.630 

1.386 

Fitting. All bolts and striking plate. 

18 

End, for car without truss rods. 

1.142 

.762 

.630 

1.038 

Fitting. All bolts, striking plate and over head 

19 

End, for car with 2 or 4 truss rods. 

1.142 

.762 

.630 

1.172 

plate. 

Fitting. All bolts, striking plate, over head 

20 

End, for car with 6 or 8 truss rods. 

1.142 

.762 

.630 

1.386 

plate. 

Fitting. All bolts, striking plate, over head 
plate and truss body rods. 

Fitting. All bolts, striking plate, over head 
plate and truss body rods. 

Fitting. All bolts, washers and striking plate. 

21 

End—Gg. 

1.386 

.970 

.630 

1.172 

22 

End, dead block. 

.416 

.277 

■ 

.277 

23 

End sill plank, full length when sill or drafts 
are not removed. 

.555 

.484 


.180 

Fitting all bolts. 

24 

End sill plank, full length when sill or drafts 
are removed. 

.277 

.208 


.180 

Fitting all bolts. 

25 

End sill plank sectional, per section. 

.111 

.070 

.... 

.042 

Fitting all bolts. 

26 

End sill plank full length, steel underframe.... 

.277 

.208 

.... 

.111 

Fitting. All bolts. 

27 

End post—Nd. 

.277 

.208 

.... 

.555 

Fitting. All bolts. 

28 

End post, steel underframe—Others. 

.416 

.277 

.... 

.555 

Fitting. All bolts. 

29 

End post—Nc. 

.277 

.208 

.... 

.346 

Fitting. All bolts. 

30 

End post—Others.'. 

.277 

.208 

.... 

.277 

Fitting. All bolts. 

31 

End post sill support block. 

.042 

.015 


.070 

Fitting and placing. 

32 

Furring strip, per section—2 bolt. 

.098 

.070 

.... 

.027 

Fitting. All bolts. 

33 

Furring strip, per section—3 bolt. 

.138 

.111 

.... 

.042 

Fitting. All bolts. 

34 

Furring strip, per section—4 bolt. 

.166 

.138 

.... 

.055 

Fitting. All bolts. 

35 

Furring strip, per section—More than 4 bolts.. 

.236 

.208 

.... 

.070 

Fitting. All bolts. 

36 

Furring strip, per section—Nailed. 

.070 

.055 

.... 

.... 

Fitting and securing. 

37 

Furring strip, renailed. 

.027 

.... 


.... 

Nailing at all points. 

38 

Intermediate, short—Hopper. 

.346 

.138 

.... 

.346 

Fitting. All bolts in bolster and nail floor. 

39 

Intermediate, open side—Pickup. 

1.941 

.... 

.... 

.970 

Fitting. All bolts in bolsters, cross bearers and 

40 

Intermediate, inside—Tb. 

2.079 



1.247 

nail floor. 

Fitting. All bolts in bolsters, cross bearers and 

41 

Intermediate, outside—Tb. 

1.663 



.693 

nail floor. 

Fitting. All bolts in bolsters, cross bearers and 

42 

Intermediate—Furniture. 

1.941 

1.109 


.555 

nail floor. 

Fitting. All bolts in bolsters, cross bearers, lug 

43 

Intermediate—P. R. R.—Tank. 

1.565 

1.109 


1.247 

bolts and nail floor. 

Fitting. All bolts in bolsters, cross bearers, lug 

44 

Intermediate—Others. 

1.565 

1.109 


.555 

bolts and nail floor. 

Fitting. All bolts in bolsters, cross bearers, end 

45 

• 

Side—Refrigerator. 

2.355 



.970 

post sills, lug bolts and nail floor. 

Fitting. All bolts in bolsters, cross bearers, lug 

46 

Side—Ta or furniture. 

2.355 



1.247 

bolts, roping staple and nail floor. 

Fitting. All bolts in bolsters, cross bearers, lug 

47 

Side—Tb. 

2.772 



1.572 

bolts and nail floor. 

Fitting. All bolts in bolsters, cross bearers, and 

48 

Side—Poling car. 

1.524 



1.247 

nail floor. 

Fitting. All bolts in bolsters, cross bearers, lug 

49 

Side—Flat, Hopper or Gondola—when side is 
raised. 

1.524 



.970 

bolts and nail floor. 

Fitting. All bolts in bolsters, cross bearers, lug 

50 

Side—Others. 

1.941 



.970 

bolts, roping staples and nail floor. 

Fitting. All bolts in bolsters, cross bearers, lug 

51 

Sill, floor nailing, full width of center, per lin. ft. 
Sill, floor nailing, center, others, per lin. ft. 

.042 

.027 


.027 

bolts, roping staples and nail floor. 

Fitting. All bolts. 

52 

.021 

.010 

.... 

.015 

Fitting. All bolts. 

53 

Sill, floor nailing, intermediate, per lin. ft. 

.021 

.010 

.... 

.010 

Fitting. All bolts. 

54 

Sill, floor nailing, side, per lin. ft.—Nd. 

.055 

.044 

.... 

.055 

Fitting. All bolts. 

55 

Sill, floor nailing, side, per lin. ft.—Others. 

.055 

.044 

.... 

.037 

Fitting. All bolts. 

56 

Sill, siding, nailing or support—X23 type. 

.193 

.166 


.138 

Fitting. All bolts. 

57 

Strengthening piece on top of floor. 

.208 

.138 

.... 

.277 

Fitting. All bolts, except draft bolts. 

58 

Strengthening piece on side sill from bolster to 
bolster. 

.416 

.277 


.208 

Fitting. All bolts. 

59 

Strengthening piece filler on top of floor. 

.208 

.166 

.... 

.083 

Fitting. All bolts. 




















































Sec. 81 SLATS, WOOD PARTS. 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 

1 

Bottom gateway, coke rack. 

.138 

.111 


.... Fitting and securing. All bolts or rivets. 

2 

End or side, coke rack.. 

.138 

.111 

c . . . 

.... Fitting and securing. All bolts or rivets. 

3 

End or side, nailed—Stock. 

.111 

.111 

• • • . 

.... Fitting and securing. 

4 

End or side, riveted or bolted, per rivet or bolt. 

.027 

.027 

.027 

.... Fitting and boring holes in slat. 

5 

Renailing, end or side—Coke rack or stock.... 

.015 

.... 

.... 

.... Nail loose slats at all points. 


Sec. 82 STAKES, WOOD PARTS. 

A 

B C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Corner, coke rack—Gpa. 

... .193 

.166 .... 

.138 

All bolts in body, and clips. Securing slats extra. 

2 

End, coke rack—Gsa, Gsd. 

... .193 

.166 .... 

.208 

All bolts in body, and clips. Securing slats extra. 

3 

End or side, coke rack—Gpa. 

.166 

.138 .... 

.138 

All bolts in body, and clips. Securing slats extra. 

4 

End or side, coke rack—Gi. 

... .166 

.138 .... 

.166 

All bolts in body, and clips. Securing slats extra. 

5 

Side, coke rack—Gsa, Gsd. 

... .166 

.138 .... 

.208 

Fitting. Securing slats extra. 

6 

Side, in pocket. 

... .070 

.042 .... 

.... 

Fitting and placing. Bolts or rivets in old side 
plank extra. 

7 

Side, without pocket. 

... .166 

.138 .... 

.... 

Fitting. Bolts and U bolt in sill. Bolts or 
rivets in old plank extra. 

8 

Side, 12" plank. 


. » . . .... 

.070 

Laying off. 

9 

Side, 30" plank. 


.... .... 

.111 

Laying off. 

10 

Side, 44" plank or over, plain. 

Side, 60" plank or over, tapered. 


.... .... 

.208 

Laying off. 

11 


.... .... 

.277 

Laying off. 

12 

Wedge. 

... .042 


.... 

Fitting and securing. 


Sec. 83 STAKES, STEEL. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 Side, steel underframe, per bolt or rivet in old 

side plank. 

2 Side, wooden underframe. 

.027 

.166 

.027 

.138 

.... 

.... 

Securing. Rivets in steel side sill extra. 

Bolts and U bolt in sill. Bolts or rivets in old 
side plank extra. 


Sec. 84 SPLICES, WOOD PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 


1 

Brace, end, side or door post, when not removed 
from car. 

.208 .... 

.138 

2 

Brace, end, side or door post, when removed 
from car. 

.166 .... 

.138 

3 

Corner post, when not removed from car. 

.236 .... 

.166 

4 

Corner post, when removed from car. 

.193 .... 

.166 

5 

Center sill, back of bolster, first application. . . 

1.109 .... 

.555 

6 

Center sill, back of bolster, renewing. 

.693 .... 

.555 

7 

Center sill, back of cross bearers, first application. 

1.386 .... 

.693 

8 

Center sill, back of cross bearers, renewing. 

.970 .... 

.693 

9 

Center sill splice slab. 

.346 .277 

.166 .138 

10 

Center sill filler, when removed from car. 

.623 .... 

.555 

11 

Center or intermediate sill, back of bolster, when 
sill is removed from car. 

.623 .... 

.555 

12 

Intermediate sill, front of bolster. 

.693 .... 

.346 

13 

Intermediate sill, back of bolster. 

1.109 .... 

.416 

14 

Intermediate sill, back of cross bearers. 

1.316 .... 

.484 

15 

Side sill, front of bolster. 

.693 .... 

.346 

16 

Side sill, back of bolster. 

1.109 .... 

.416 

17 

Side sill, back of cross bearers. 

1.316 .... 

.555 

18 

Side or intermediate sill—Cabin. 

.693 .... 

.346 

19 

Side plank. 

.416 .... 

.277 


Fitting. Frame old post or brace for splice, all 
bolts or screws and nail lining or slats. 

Fitting. Frame old post or brace for splice, all 
bolts or screws. 

Fitting. Frame old post for splice, all bolts or 
screws and nail lining or slats. • 

Fitting. Frame old post for splice, all bolts or 
screws. 

Fitting. Frame old sill for splice, tie, splice 
bolts, lug bolts and nail floor. 

Fitting. Tie, splice bolts, lug bolts and nail 
floor. 

Fitting. Frame old sill for splice, tie, splice 
bolts, lug bolts and nail floor. 

Fitting. Tie, splice bolts, lug bolts and nail 
floor. 

Fitting. All bolts. 

Fitting. Frame old sill for splice and all bolts. 

Fitting. Frame old sill for splice, tie, splice 
bolts and lug bolts. 

Fitting. Frame old sill for splice, tie, splice, lug 
bolts and nail floor. 

Fitting. Frame old sill for splice, tie, splice, 
lugs bolts and nail floor. 

Fitting. Frame old sill for splice, tie, splice, 
lugs bolts and nail floor. 

Fitting. Frame old sill for splice, tie, splice, 
lugs bolts, roping staples and nail floor. 

Fitting. Frame old sill for splice, tie, splice, 
lug bolts, roping staple and nail floor. 

Fitting. Frame old sill for splice, tie, splice, 
lug bolts, roping staple and nail floor. 

Fitting. Frame old sill for splice, tie, splice, 
lug bolts and nail floors. 

Fitting. Frame old plank for splice, all corner 
band and stake rivets or bolts. 


342 






























































Sec. 84 SPLICES, WOOD PARTS—Continued. 

A B 

C D 

explanation AND WORK INCLUDED. 

20 

Purline or ridge pole. 

.070 .... 


Fitting and securing with nails, bolts extra. 

21 

Top side plate, short, to doorway. 

.630 .... 

.416 

Fitting. Frame old plate for splice, splice, lug 
bolts and corner bands. 

22 

Top side plates, long, beyond doorway. 

.970 .... 

.555 

Fitting. Frame old plate for splice, splice, lug 
bolts and corner bands. 


Sec. 85 STEPS, WOOD PARTS. 

A 

B 

M 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Set, complete—Tb. 

.346 

.277 

*.693 


All bolts. *Putting together. All parts, bolts 
and irons. 

2 

Fender board—Tb. 

.111 

.111 

.... 

.138 

Fitting. All bolts and screws. 


3 

Fender board cleat—Tb. 

.070 

.055 

.... 


Fitting. All screws. 


4 

Splash board—Tb. 

.166 

.138 


.208 

Fitting. All bolts. 


5 

Tread—Tb. 

.138 

.111 


.070 

Fitting. All bolts. 


6 

Side, complete—Sa. 

.693 

.623 

*1.109 


All bolts in sill. *Putting together, 
and parts. 

All bolts 

7 

Side, complete—Pickup. 

.832 

.693 

*1.386 


All bolts in sill. *Putting together, 
and parts. 

All bolts 

8 

End, complete—Sa. 

.555 

.484 

<N 

CO 

oo 

* 


All bolts in sill. *Putting together, 
and parts. 

All bolts 

9 

End or side, bottom tread, per section—Sa.... 

.138 

.111 

.... 

.138 

Fitting. All bolts. 


10 

End or side, top tread, per section—Sa. 

.098 

.083 


.070 

Fitting. All bolts. 


11 

Side bottom tread, per section—Pickup or Sc. . 

.138 

.111 


.138 

Fitting. All bolts. 


12 

Tread filler for cast iron step, per tread. 

.138 

.111 


.042 

Fitting. All bolts. 










Sec. 86 

STEPS, IRON PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 


1 Cast iron—Cabin type. 

2 Brace—Cabin type. 

3 Hanging, with brace. 

4 Hanging, without brace. 

5 Inside—Gg. 

6 Malleable, end. 

7 Step iron—Tb.. 

8 Step hanger—Tb. 

9 Step fender plate—Tb. 

10 Step splash board strap—Tb. 

11 Toe plate. 

12 Hanging iron—Pickup or poling. 

13 Brace—Pickup or poling. 

14 Corner, tread tie plate—Pickup or poling. 

15 Foot guard—Pickup or Poling. 

16 Straightening, hanging or inside step owl car.... 


.277 

.208 .... 

.... All bolts and brace. 

.070 

.055 .... 

.... All bolts. 

.166 

.138 .... 

.... All bolts. 

.098 

.083 .027 

.... All bolts. 

.070 

.055 .... 

.... All bolts. 

.098 

.083 .... 

.... All bolts. 

.138 


.... All bolts. 

.083 

.070 

.... All bolts. 

.070 


.... All bolts. 

.111 


.... All bolts. 

.070 

.055 

.... All bolts. 

.138 

.111 .... 

.... All bolts. 

.070 


.... All bolts. 

.070 

loss . ; 

.... All bolts. 

.138 

.in .... 

.... All bolts. 

. . . • 

. 

.070 Repairing to proper shape 



Sec. 87 STRAIGHTENING AND SQUARING 
IRON OR WOOD PARTS. 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 


1 End, bulged or pushed out.. 

2 End, when siding or roof is not removed. 

3 End, when siding or roof is removed... 

4 Top side plates, in center when roof is not re¬ 

moved . 

5 Top side plates, in center when roof is removed 

6 Wooden underframe, in center. 

7 Wooden underframe squaring—Nc. 

8 Wooden underframe, squaring—Others. 

9 Body bolster on car—G1. 

10 Brace or post, other than hopper end post, on car 

11 Diaphragm, on car. 

12 Dent in sheet, on car or sill. 

13 Diagonal or tie brace, or hinge butt support, on 

car. 

14 Drop door, single, or drop door tie^bar, on car, 

either or both. 

15 Drop door, double, on 6ar. 

16 End post or ladder angle on car—Hopper. 

17 End sill, on car, one side. .'. 


. 346 Replacing and nailing. 

.693 Squaring, wedging braces and tightening rods. 

. 346 Squaring, wedging braces and tightening rods. 

. 555 Squaring and tightening rods. 

. 277 Squaring and tightening rods. 

1.038 Chaining, blocking, jacking and securing. 

1.386 Chaining, blocking, jacking and tighten rods 

and lug bolts. 

1.663 Chaining, blocking, jacking and tighten rods 
and lug bolts. 

1.386 Clamping, blocking, jacking and heating. 

. 693 Clamping, blocking, jacking and heating. 

. 693 Clamping, blocking, jacking and heating. 

. 277 Clamping, blocking and jacking. 

. 346 Clamping, blocking and jacking. 

. 208 Blocking and jacking. 

. 346 Blocking and jacking. 

. 208 Blocking, jacking and heating. 

. 693 Blocking, jacking and heating. 


343 












































































Sec. 87 STRAIGHTENING AND SQUARING, A B C D EXPLANATION AND WORK INCLUDED 

IRON OR WOOD PARTS—Continued. 


18 End sill, on car, two sides. 

19 End sheet, on car, including stiffeners and top 

angle—Open car. 

20 Flange or angle, on car, per lin. ft. 

21 Flange or angle, off car, per lin. ft. 

22 Hopper sheet on car—H-21 type. 

23 Hopper sheets on car—per hopper H-21 type... 

24 Hopper sheet, on car—Other types. 

25 Inside gusset sheet, ridge sheet brace or coupler 

carrier support, on car. 

26 Locker, partition on car—N5. 

27 Locker shelf, on car—N5. 

28 One end, twisted steel underframe. 

29 Pressed, any size or rolled sill, less than 12" wide, 

in front of bolster, on car. 

30 Pressed, any size or rolled sill, less than 12" wide, 

back of bolster, on car. 

31 Pressed, or structural steel parts, off car, re¬ 

paired by hand, per pound. 

32 Side door stiffener and sheet, on or off car. 

33 Side door edge stiffener, bottom end, on car—X- 

23 type. 

34 Rolled sill 12" wide or over in front of bolster, 

on car. 

35 Rolled sill 12" wide or over, back of bolster, on 

car. 

36 Side sheets, one side, on car including stakes 

and top angle—open car by means other than 
air pressure open car. 

37 Side sheets, half side, on car, including stakes 

and top angle—open car by means other than 
air pressure open car. 

38 Side, end, floor, slope, ridge, or roof sheet, on car 

39 Sides drawn together or spread, on car. 

40 Stake, on car Gr. type. 

41 Stake, on car when sheets are removed. 

42 Two ends, twisted steel underframe. 

43 Side bottom angle deflected on car Gla. or H-21 

44 Dent in sheet or side to apply pocket. 

45 Release rod bracket. 

46 Steel cross bearer on car. 

47 Top side angle on car (when side sheets and 

stakes are cut loose from top angle or when 
sheets or stakes do not require straightening), 
by means other than air pressure machine— 
open car.. 

48 Top side angle, on car (when side sheets and 

stakes are not cut loose from top angle or when 
sheets or stakes do not require straightening), 
with air pressure machine—open car. 

49 Side sheet on side of car, including stake and 

lag angle with air pressure machine—open car 


1.386 

Blocking, jacking and heating. 

.970 

Clamping, blocking and jacking. 

.070 

Repairing or offsetting with or without heating. 

.027 

Repairing or offsetting with or without heating. 

.172 

Clamping, blocking and jacking. 

.346 

Clamping, blocking and jacking for application 

.693 

■ of angle patches when sheets are bent. 
Clamping, blocking, jacking and heating. 

.138 

Clamping, blocking and jacking. 

.277 

Clamping and blocking. 

.138 

Clamping and blocking. 

1.386 

Clamping, blocking, jacking and heating. 

1.109 

Clamping, blocking, jacking and heating. 

1.663 

Clamping, blocking, jacking and heating. 

.005 

Repairing with or without heating. 

.346 

Repairing with or without heating. 

.166 

Clamping and jacking. 

2.217 

Clamping, blocking jacking and heating. 

3.326 

Clamping, blocking, jacking and heating. 

1.941 

Clamping, blocking, jacking and heating. 

.970 

Clamping, blocking and jacking. 

.832 

Clamping, blocking and jacking. 

.138 

Clamping, blocking and jacking. 

.277 

Clamping, blocking, jacking and heating. 

.346 

Clamping, blocking, jacking and heating. 

2.217 

kak 

Clamping, blocking, jacking and heating. 

. ouo 

.070 

.693 

Clamping, blocking, jacking and heating. 
Clamping, blocking, jacking and heating. 


1.565 

Clamping, blocking, jacking and heating. 

4 • 

.970 

Clamping and blocking. Placing machine on 
car and returning it to proper place. 

1.688 

Clamping and blocking. Placing machine on car 
and returning it to proper place. 


Sec. 88 STRIPS, MISCELLANEOUS 

A 

B C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Base, per lin. ft.—R7. 

.011 


.015 

Fitting and securing. 

2 

Beveled, for drop door hinged piece—Gg.. 

.070 

.055 

.070 

Fitting and securing. 

3 

Ceiling on carlin—Furniture. 

.070 



Fitting and securing. 

4 

Corner, coke rack—Gpa. 

.111 

!083 


Fitting. All rivets. 

5 

Corner, coke rack—Others. 

.208 

.193 .... 


Fitting. All rivets or bolts. 

6 

Covering, for nuts on door post—Kf. 

.138 

.070 .... 


Fitting and securing. 

7 

False lining, bottom, ceiling or insulation per 
lin. ft. 

.006 

.004 .... 


Fitting and securing. 

8, 

For tin on eave of roof per lin. ft. 

.015 


.... 

Fitting and securing. 

9 

For open joints, 25 or less each. 

.021 



Fitting and securing. 

10 

For open joints, over 25 each additional. 

.006 

. 009 !!!.’ 

.... 

Fitting and securing. 

11 

Furring or door way, per lin. ft. 

.015 


Fitting and securing. 

12 

Grain, long, per lin. ft. 

.015 

.009 .... 


Fitting and securing. 

13 

Grain on floor, per section. 

.042 

.027 .... 

.055 

Fitting and securing. 

14 

Hinge block bearing—Gg. . 

.111 

.098. 


Fitting. All lags. 

15 

Nailing, long between floor per section—Rf R 7 

.111 

.083 .... 


Fitting and securing. 

16 

Nailing, short between floor per section—Rf R 7 

.055 

.042 .... 

.... 

Fitting and securing 


344 
































































Sec. 88 STRIPS, MiSCELLANEOUS—Continued. 


A 


B 


C 


D EXPLANATION AND WORK INCLUDED. 


17 Nailing, for lining or ceiling, on post, brace on 

intermediate carlin—Rf.. 

18 On top of floor, per lin. ft. 

19 Side sill beveled, per section—Gg. 

20 Temporary, grain, coal or explosives, per lin. ft. 

21 Weather, per lin. ft. 

22 Turnbuckle lock stop. 


.055 

.042 .... 

.... Fitting and securing. 

.006 

.004 .... 

.... Fitting and securing. 

.138 

.111 .... 

. 277 Fitting and securing. 

.015 


.... Fitting and securing. 

.015 


.... Fitting and securing. 

.070 

’042 ’. ’. ’. ’. 

.... All bolts, lags or cotter keys. 


Sec. 89 TRUCKS, WOOD PARTS. 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Bolster, 40 M. or 50 M. cap’y.. 

.277 

.208 


.970 

Placing. 

2 

Bolster, 60 M. or 70 M. cap’y.. 

.277 

.208 


1.386 

Placing. 

3 

Bolster, 60 M. or 70 M. cap’y—Channel bar... 

.346 

.208 


1.247 

Placing. 

4 

Bolster, plain swinging. 

.346 

.208 


.277 

Placing. 

5 

Bolster, composite swinging. 

.346 

.208 


.832 

Placing. 

6 

Bolster, tool car. 

.346 

.208 


.346 

Placing. 

7 

Bolster, composite. .. 

.346 

.208 


1.386 

Placing. 

8 

Brake beam with hangers. 

.166 

.138 


.208 

Securing to safety chains. All key bolts. 

9 

Brake hanger piece—Cabin. 

.111 

.098 


.208 

Fitting. All bolts. 

10 

Brake hanger piece—Tool. 

. .111 

.098 


.277 

Fitting. All bolts. 

11 

Center piece—Cabin. 

.166 

.138 


.208 

Fitting. Bolt. 

12 

Center cross piece—Cabin. 

.111 

.098 


.236 

Fitting and placing. 

13 

Dust guard. 

.042 

.... 



Fitting and placing. 

14 

End rail—Tool. 

.166 

.138 


.416 

Fitting. All bolts. 

15 

End rail, full length—Cabin. 

.166 

.138 


.416 

Fitting. All bolts. 

16 

End rail, sectional, per section—Cabin. 

.098 

.055 


.208 

Fitting. All bolts. 

17 

Plank, spring, with brake hanger bearings. 

.277 

’ .138 


.555 

Placing. 

18 

Plank, spring, without brake hanger bearings... 

.277 

.138 


.416 

Placing. 

19 

Plank, spring, for swinging bolster. 

.208 

.138 


.346 

Placing. 

20 

Plank, spring filler or spring seat, full length. .. 

.138 

.111 


.277 

Placing. 

21 

Plank, spring filler or spring seat—short. 

.055 

.042 


.111 

Placing. 

22 

Shim on bolster, full length. 

.166 

.070 

.042 

.138 

Fitting. All tie bolts. 

23 

Shim under center plate. 

.138 


.027 

.138 

Fitting. All tie bolts. 

24 

Shim under side bearing. 

.055 


.015 


Fitting and securing. 

25 

Shim, spring. 

.070 

.042 

.... 

«... 

Fitting and securing. 

26 

Shim, truss rod bridge. 

.070 

.... 


.... 

Fitting and securing. Trussing bolster extra. 

27 

Shim, column guide or column. 

.042 


.... 

.055 

Fitting and placing. 

28 

Side or wheel piece—Cabin. 

.555 

.346 


.970 

Fitting. All bolts to secure to body. 

29 

Side, with flush tie rod—Tool. 

.208 

.166 

!070 

.970 

Fitting and placing. 

30 

Side, without flush tie rod—Tool. 

.208 

.166 

.070 

.693 

Fitting and placing. 

31 

Transom. 

.277 


.... 

.555 

Fitting. All bolts to secure to truck frame. 

32 

Transom, end spacing piece. 

.111 

'098- 

.... 

.070 

Fitting and placing. 

33 

Wheel axle guard piece—Tool. 

.111 

.070 


.346 

Fitting and placing. 


Sec. 90 TRUCKS, IRON PARTS. 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 

1 

Arch bar, top, 40 M. or 50 M. cap’y. 

.346 

.304 

.208 

.... Tie strap, shim plates and all bolts. 

2 

Arch bar, top, 60 M. or 70 M. cap’y. 

.416 

.346 

.277 

.... Tie strap, shim plates and all bolts. 

3 

Arch bar, top, 80 M. and less than 120 M. cap’y 

.504 

.416 

.346 

.... Tie strap, shim plates and all bolts. 

4 

Arch bar, top, 120 M. cap’y or over. 

.555 

.457 

.416 

.... Tie strap, shim plates and all bolts. 

5 

Arch bar, top, 60 M. cap’y—Channel bar. 

.555 

.457 

.416 

.... Tie strap, shim plates and all bolts. 

6 

Arch bar, top, 60 M. cap’y—4 column bolts... 
Arch bar, top, 120 M. cap’y or over, 4-Column 
bolts. 

.555 

.457 

.416 

.... Tie strap, shim plates and all bolts. 

7 

.832 

.693 

.555 

- Tie strap, shim plates and all bolts. 

8 

Arch bar, bottom, 40 M. and less than 80 M 
cap’y. 

.138 



.... Raise and lower truck frame. 

9 

Arch bar, bottom, 80 M. cap’y or over. 

.208 

.1.38 

.... 

.... Raise and lower truck frame. 

10 

Arch bar, tie strap—2 column bolts. 

.208 


.... 

.... All nuts and shim plates. 

11 

Arch bar, tie strap—4 column bolts. 

.277 


.... 

.... All nuts and shim plates. 

12 

Arch bar, X brace strap. 

.138 



.... Column bolt nuts and center bolt. 

13 

Arch bar, brace—M. W. 

.070 

.055 

.042 

.... Bolt in truck frame. All nuts and locks. 

14 

Arch bar, liner. 

.042 



.... Placing. 

15 

Axle guard—Tool. 

.070 

.055 


.... All bolts. 

16 

Axle guard bracket—Tool. 

.070 

.027 


.... All bolts and ferrules. 

17 

Axle guard ferrule—Tool... 

.027 



.... Bolt. 

18 

Bearing, journal, 7" or 8" long..*. 

.070 

.027 

.... 

.... Placing in position with wedge and oiling. 

19 

Bearing, journal, over 8" long. 

.083 

.042 

.021 

.... Placing in position with wedge and oiling. 

20 

Bearing, journal, wedge, 7" or 8" long. 

.055 


.... Placing in position. 

21 

Bearing, journal, wedge over 8" long. 

.070 

!083 

.021 

.... Placing in position. 

22 

Bearing, side... 

.098 

.... 

.... All bolts or lags and oiling. 

23 

Bearing, side—Derrick. 

.138 

.111 


.... All bolts and oiling. 

24 

Bearing, side, filler block, without bolt. 

.042 

.015 


.... Placing and oiling. 


345 




























































































Sec. 90 TRUCKS, IRON PARTS—Continued. A B C D EXPLANATION AND WORK INCLUDED. 


25 

Bolster, pressed or cast steel, 60 M. or 70 M. 







cap’y. . 

.484 

.277 

.... .... 

Placing. 


26 

Bolster, pressed or cast steel, 80 M. and less than 







120 M. cap’y. 

.555 

.346 

.... .... 

Placing. 


27 

Bolster, pressed or cast steel, 120 M. cap’y or 







or over. 

.693 

.416 

. 

Placing. 


28 

Box, journal, arch bar type, 7" or 8" journal. . 

.222 

.180 

.... .... 

All bolts, shim plates and clean out. 


29 

Box, journal, arch bar type, 9" or 10" journal 

.236 

.193 

.... .... 

All bolts, shim plates and clean out. 


30 

Box, journal, arch bar type, 11" journal or over 

.292 

.249 


All bolts, shim plates and clean out. 


31 

Box, journal, pedestal type. 

.126 

.083 


Placing and clean out. 


32 

Box, journal, Vulcan. 

.166 

.126 


Bolt and clean out. 


33 

Brake beam. 

.166 

.138 

*’042 !!*.*. 

Securing to hangers and safety chains. 

*Each 






end. 


34 

Brake beam hanger. 

.042 

.027 

.... .... 

Key bolt. 


35 

Brake beam fulcrum or strut, metal beam. 

.111 



Securing in position. 


36 

Brake beam fulcrum or strut, wooden beam.... 

.070 



All bolts. 


37 

Brake beam head. 

.070 

.055 


All bolts or truss rod nuts. 


38 

Brake beam strengthening plate. 

.111 

.098 


All bolts. 


39 

Brake beam safety chain. 

.070 


.027 ...'. 

Nut and washer. 


40 

Brake beam safety hook, wooden beam. 

.070 

.055 


Nut and washer. 


41 

Brake beam safety hook, metal beam. 

.042 



Nut and washer. 


42 

Brake beam truss rod. 

.111 

. 

*'.042 

Cap and trussing. *Trussing only. 


43 

Brake beam finger guard or clip. 

.055 

.042 


Bolt. 


44 

Brake hanger bearing, single. 

.111 



All bolts. 


45 

Brake hanger bearing, double. 

.208 

.193 


All bolts. 


46 

Brake hanger bearing—Nc. 

.346 

.277 

.166 

All bolts through sills and wheel piece. 


47 

Brake hanger shackle box. 

.098 

.083 

.... .... 

All bolts or U bolt. 


48 

Brake lever. 

.083 

.070 


All key bolts. 


49 

Brake lever bottom connection. 

.138 

*.042 


All key bolts and adjust dead lever. 

*Only 






allowed when torn off and in car. 


50 

Brake lever guide, dead.. 

.070 

.042 

. 

All key bolts. 


51 

Brake lever guide, life. 

.098 

.070 

.... .... 

All bolts. 


52 

Brake lever guide bracket.*. 

.083 

.070 

.... .... 

All bolts. 


53 

Brake lever guide eye or jaw. 

.070 



Securing. 


54 

Brake shoe. 

.042 

.027 


Key. 


55 

Brake shoe key. 

.015 

.... 

• • • • .... 

Securing. * 


56 

Column casting—H 21 A and F 21 types. 

.070 

.055 

.... .... 

Placing. 


57 

Column casting—2 bolt. 

.193 

.166 

.... .... 

All bolts through spring plank. 


58 

Column casting—4 bolt. 

.208 

.193 


All bolts through spring. Plank. 


59 

Column casting guide—3 bolt. 

.138 

.111 


All bolts. 


60 

Column casting guide—4 bolt. 

.166 

.138 


All bolts. 


61 

End bar— N. W. 

.138 

.111 

.055 !!’! 

All bolts. 


62 

End rail plate—Tool. 

.138 

.111 


All bolts. 


63 

Lid, journal box, pressed steel. 

.042 

.042 


Key bolt and spring. 


64 

Lid, journal box, cast or malleable iron. 

.070 

.055 


Key bolt and spring. 


65 

Lid, journal box spring. 

.005 



Placing. 


66 

Pedestal. 

.346 

.277 

. p. . .... 

All bolts. 


67 

Pedestal yoke—Fox truck. 

.070 

.027 


Placing. 


68 

Pedestal tie strap, long. 

.138 

.111 

'()70 

All bolts through pedestals. 


69 

Pedestal tie strap, short or casting. 

.098 

.083 


All bolts through pedestals. 


70 

Pedestal tie strap cross brace. 

.083 

.070 

.027 ...’. 

All bolts. 


71 

Pedestal tie strap center post. 

.083 

.070 

.... .... 

All bolts. 


72 

Plate, chafing, swinging bolster. 

.070 

.055 


All screws. 


73 

Plate, center—2 bolts. 

.138 

.111 


All bolts. 


74 

Plate, center—4 bolts. 

.166 

.138 


All bolts. 


75 

Plate, center—150 M. cap’y or Derrick. 

.193 

.166 


All bolts. 


76 

Plate, gusset—Furniture. 

.042 

.... 


Placing. 


77 

Plate, gusset—Derrick. 

.208 



All bolts. 


78 

Plate, gusset, corner, 6 bolt—Tool. 

.208 

* i38 

.083 

All bolts. 


79 

Plate, gusset, corner 10 bolt—Tool. 

.277 

.208 

.111 .... 

All bolts. 


80 

Plank, spring. 

.208 

.138 

• 

All bolts. 


81 

Plank, spring hanger, single. 

.070 

.055 


Key bolt, cotter or nut. 


82 

Plank, spring hanger, double. 

.138 

.111 


Placing. 


83 

Plank, spring hanger bar. 

.180 

.138 


Nuts and cotter keys. 


84 

Plank, spring hanger bar seat. 

.070 

.055 


All bolts or lags. 


85 

Plank, spring hanger bar bracket. 

.111 

.098 


All bolts or U bolts. 


86 

Pin, center, plain. 

.042 



Placing. 


87 

Pin, center, with head or key. 

.055 

.... 


Placing, key or cover plate. 


88 

Pin, center, key. 

.015 

, , , ^ 


Securing. 


89 

Rod, truss—Channel bar. 

.346 


*’<342 

Reironing bolster and trussing. *Trussing only. 

90 

Rod, truss—Others. 

.098 


.... *.042 

Securing and trussing. *Trussing only. 


91 

Rod, truss bridge. 

.042 

.... 


Placing. 


92 

Rod, truss gib. 

.027 



Truss rod nuts. 


93 

Spider—Channel bar. 

.346 



Placing. 


94 

Spring, helical, one coil. 

.083 

.055 


Cap and inside coil. 


95 

Spring, helical, cluster. 

.138 

.070 


Placing. 


96 

Spring, elliptical. 

.208 

.138 


Placing. 


97 

Spring, elliptical, compressing. 

.... 


.166 

Putting on and taking off clamps. 



346 































































































Sec. 90 TRUCKS, IRON PARTS—Continued. 


D EXPLANATION AND WORK INCLUDED. 


98 

99 
100 
101 
102 

103 

104 

105 

106 

107 

108 

109 

110 
111 
112 

113 

114 

115 

116 

117 

118 

119 

120 
121 
122 

123 

124 

125 

126 

127 

128 


Spring, half elliptical—Fg. 

Spring, half elliptical—Cabin. 

Spring cap—Ya. 

Spring cap, top or bottom, one coil spring. 

Spring cluster caps, one or two. 

Spring seat or raising plate on journal box. 

Spring seat, metal plank. 

Spring seat on wooden plank or bolster 

Spring links, per pair—Cabin. 

Spring link—Fg. 

Spring link key—Fg. 

Spring link bearing. 

Spring link, suspension. 

Spring suspension, single. 

Spring suspension, double. 

Spring suspension shoe. 

Spring suspension cap—1 bolt. 

Spring suspension cap—2 bolt. 

Spring suspension cap—4 or 5 bolt. 

Spring suspension cap bracket. 

Spring suspension key. 

Spring cluster or coil, out of place. 

Spring equalizer—Fg. 

Spring equalizer bar—Tool. 

Stay or safety chain and eye bolt. 

Transom. 

Transom pocket. 

Transom chafing casting. 

Truck side plate—Tool. 

Truck side, cast steel all types. 

Truck side, tie strap, short. 


129 Truck side, tie strap, long. 

130 Wheels, per pair, 7" or 8" journals. 

131 Wheels, per pair, 9" or 10" journals. 

132 Wheels, per pair, 11" journals or over. 

133 Wheel piece—Tool. 

134 Bearing side filler Block Bolted. 

135 Brake Beam Safety Hanger 2 Bolts. 

136 Brake Beam Safety Hanger 4 Bolts. 

137 Center Plate or Side Bearing—Ball Bearing Each 

138 Box Journal Side Liner Pedestal type. 


A 

B 

C 

D 

.277 

.249 



.236 

.166 



.098 

.055 



.027 




.070 




.042 

.015 



.055 

.042 



.070 

.055 



.070 




.055 




.027 




.208 

.166 



.042 




.027 

!015 



.055 

.042 



.027 

.021 



.042 

.027 



.070 

.055 


’042 

.166 

.138 


.083 

.070 

.055 



.042 

.027 






.042 

.138 

.iii 



.166 

.138 



.070 

.055 



.208 

.166 


.083 

.070 

.055 



.111 

.070 



.166 

.138 



.555 

.346 



.055 




.138 

.111 



.346 

.098 



.416 

.098 



.484 

.098 



.138 

.111 


.070 

.083 

.070 



.083 

.070 



.166 

.138 



.021 

.018 



.042 

.015 




All keys. 

All bolts or key bolts. 

All bolts. 

Placing. 

Bolt, ferrule and securing. 

Placing. 

Placing. 

All screws. 

All key bolts or bolts. 

Key. 

Placing. 

All bolts and key bolt. 

All key bolts. 

Key bolt. 

All key bolts. 

Key bolt. 

Bolt. 

All bolts. 

All bolts. 

All bolts. 

Securing. 

Replacing. 

Key bolt and connecting spring. 

Placing. 

Securing. 

All bolts to secure to sides. 

All bolts. 

All bolts. 

All bolts. 

Placing. 

Journal box bolt nuts. Not allowed with 
journal box. 

Journal box bolt nuts and bolts in truck side. 
Placing, cleaning journals and taking old 
wheels to scrap track. 

Placing, cleaning journals and taking old wheels 
to scrap track. 

Placing, cleaning journals and taking old 
wheels to scrap track. 

All bolts. 

Bolt or oiling. 

All Bolts. 

All Bolts. 

Placing and Oiling. 

Placing. 





Sec. 91 TRUCKS, IRONING, WOOD PARTS. 

A 

EXPLANATION AND WORK INCLUDED. 


1 Bolster—channel bar. 

2 Bolster—composite, without brake hanger. 

3 Bolster—composite, with brake hanger bearings. 

4 Bolster—plain, without brake hgr. bearings.. . . 

5 Bolster—plain with brake hanger bearings. 

6 Bolster—plain, swinging. 

7 Bolster—composite, swinging. 

8 Brake beam without truss rods. 

9 Brake beam with truss rods. 

10 Brake beam with strengthening plate. 

11 Spring plank without brake hanger bearings . . . 

12 Spring plank with brake hanger bearings. 


.346 

.900 

1.038 

.623 

.832 

.277 

.484 

.138 

.193 

.193 

.484 

.630 


All bolts, irons and rods attached to bolster. 

All bolts, irons and rods attached to bolster. 

All bolts, irons and rods attached to bolster. 

All bolts, irons and rods attached to bolster. 

All bolts, irons and rods attached to bolster. 

All bolts, irons and rods ttached to bolster. 

All bolts, irons and rods attached to bolster. 

All bolts and irons attached to beam except 
shoes. 

All bolts, irons and rods attached to beam ex¬ 
cept shoes. 

All bolts, and irons attached to beam except 
shoes. 

All bolts and irons attached to plank. 

All bolts and irons attached to plank. 


Sec. 92 TRUCKS, MISCELLANEOUS WORK. 

A B 

C 

D EXPLANATION AND WORK INCLUDED. 

1 

Channel or spring plank straightened on truck. 

.277 .... 


.... Repairing without removing. 

2 

Lubricating center plate and side bearings, per 





truck. 

.027 .... 


.... Cleaning dirt from center plate. 

3 

Raise journal box for bearings or wedge, empty 
car. 

.070 .... 


.... Raise and lower box. Not allowed when truck 




is removed or end of car is raised. 


347 














































































D EXPLANATION AND WORK INCLUDED. 


Sec. 92 TRUCKS, MISCELLANEOUS 

WORK—Continued. ABC 


4 

Raise journal box for bearing or wedge, loaded 
car. 

.138 



Raise and lower box. Not allowed when truck 

5 

Raise truck, one end for one pair of wheels Fg. 

.277 



is removed or end of car is raised. 

Raise and lower truck frame. 

6 

Raise truck, one end for two pair of wheels Fg.. 

.555 


.... .... 

Raise and lower truck frame. 

7 

Raise truck, one end for NB. wheels, JB. 
Spring or Pedestal. 

.193 



Raise and lower truck frame. 

8 

Raise truck, one end for wheels or Journal Box 
—Pedestal type. 

.138 



Raise and lower truck frame. 

9 

Raise truck one side to rivet spring plank. 

.138 


. . . . .... 

Raise and lower truck frame. 

10 

Sponging box and lubricating journal. 

.044 

.... 


Removing old sponging, cleaning out box, tak¬ 
ing old sponging to reclaiming plant and re¬ 

11 

Sponging, examining in journal box. 



.010 

dating car. 

R. & R. front plug, set up sponging, add addi¬ 

12 

Truck, R. & R.—Nb. 


2.079 


tional sponging and lubrication when neces¬ 
sary, and re-dating car. 

Raise and lower body. All bolts and connecting 

13 

Truck, R. & R. less than 70 M. cap’y. Loaded 
car... 


.346 


brakes. 

Raise and lower body. Disconnect and connect 

14 

Truck, R. & R. 70 M. and less than 90 M. cap’y 
—loaded car. 


.416 


brakes. 

Raise and lower body. Disconnect and connect 

15 

Truck, R. & R. 90 M. and less than 120 M. 
cap’y.—loaded car. 


.555 


brakes. 

Raise and lower body. Disconnect and connect 

16 

Truck, R. & R. 120 M. and less than 150 M. 
cap’y.—loaded car. 


.693 


brakes. 

Raise and lower body. Disconnect and connect 

17 

Truck, R. & R. 150 M. cap’y.—loaded car.... 


.970 


brakes. 

Raise and lower body. Disconnect and connect 

18 

Truck, R. & R. less than 120 M. cap’y.—empty 
car. 


.208 


brakes. 

Raise and lower body. Disconnect and connect 

19 

Truck, R. & R. 120 M. to 150 M. cap’y.— 
empty car. 


.277 


brakes. 

Raise and lower body. Disconnect and connect 

20 

Truck, R. & R. 120 M. cap’y.—Ff. empty car. 


.555 


brakes. 

Raise and lower body. Disconnect and connect 

21 

Truck, R. & R. 150 M.—Fg. empty car. 


.484 


brakes. 

Raise and lower body. Disconnect and connect 

22 

Truck, R. & R. Tool car, with equipment.... 


.484 


brakes. 

Raise and lower body. Disconnect and connect 

23 

Truck, R. & R. Tool car, without equipment... 


.346 


brakes. 

Raise and lower body. Disconnect and connect 

24- 

Truck, R. & R. 100 tons or 150 tons cap’y.— 
Derrick. 


4.124 


brakes. 

Raise and lower body. Disconnect and connect 

25 

Truck changed. 

.416 



brakes. 

Taking old truck to storage track. 

26 

Truck turned. 

.... 

.... 

*277 

Reversing truck. 

27 

Truck destroyed—70 M. cap’y. or less. 

.... 


.777 

Separating irons and wood. Rivets removed 

28 

Truck destroyed—60 M. or 70 M. cap’y— 
Channel bar. 



... 1.038 

extra. 

Separating irons and wood. Rivets removed 

29 

Truck destroyed, 80 M. or 100 M. cap’y. 



... 1.151 

extra. 

Separating all parts. Rivets removed extra. 

30 

Truck destroyed—N c. 

.... 

. 

.777 

Separating irons and wood. 

31 

Truck destroyed—Ta. 

.... 

. 

... 1.151 

Separating irons and wood. 

32 

Wheels, per pair, to storage track. 

Center pin hole cleaning out. 

.... 

.... 

.153 

Only allowed for wheels from destroyed trucks. 

33 

.... 


.070 

Only allowed when hole is packed full of dirt. 

34 

Center pin broken and renewing. 

.... 

.... 

. . . . .... 

Only to be allowed when broken end is tight in 





bolster. 


Sec. 93 VALVES AND CAPS, TANK CARS. 

A 

B 

C D EXPLANATION AND WORK INCLUDED. 

1 

Discharge valve. 

.166 

.138 

. All bolts. 

2 

Discharge valve stem. 

.138 

.111 

. Placing. 

3 

Discharge valve stem bracket... 

.111 

.098 

. All bolts. 

4 

Dome cap. 

.138 

.083 

. Chain and securing to dome. 

5 

Outlet cap. 

.083 

.070 

. Gasket, chain and securing to underframe. 

6 

Safety valve. 

.346 

.277 

. Securing. 

7 

Safety valve, spring and cap. 

.208 

.193 

. Securing and adjusting. 


348 
























































Sec. 93 VALVES AND CAPS, TANK CARS 
—Continued. 

A B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

8 Safety valve, adjusting. 

9 Safety valve, testing. 

10 Safety valve, testing each additional on same 
car. 

. 

.... 

.098 

.138 

.086 

.138 

Not allowed when spring or cap is renewed or 
R. and R. 

Applying and removing testing device. 

A vinfr QTiri romAvirwr foal inn* r] oxn on 

11 Safety valve, grinding. 

12 Safety valve, test, stenciling, both sides. 

.055 

.... 

Hlg ailU. I tJIIlU Vlllg Icolillg device* 

Fitting. 

Erasing old markings. 


Sec. 94 VENTILATORS, PRODUCE AND 
BOX CARS, WOOD PARTS. 


1 Air chute sill. 

2 Air chute sill fascia. 

3 Air chute bottom, per lin. ft. 

4 Bottom door guide. 

5 Post. 

6 Post, floor strip. 

7 Post, top plate. 

8 Post, top plate strip. 

9 Post, spacing block, top or bottom 

10 Screen wire strip, per lin. ft. 

11 Ventilator box. 

12 Ventilator, end. 

13 Ventilator, slat or top. 

14 Ventilator, sill. 

15 End Ventilator—Foreign Box. 

16 Top or middle piece—Foreign Car 

17 Side Piece Foreign Car. 

18 Sill—Foreign car. 


A B M D EXPLANATION AND WORK INCLUDED. 


.138 

.111 .... 


Fitting all bolts. 

.138 

.111 .... 

• . . . 

Fitting and securing. 

.055 

.042 .... 

.... 

Fitting and securing. 

.070 

.055 .... 

.... 

Fitting and securing. 

.098 

.083 .... 

.070 

Fitting and securing. 

.098 

.070 .... 

.098 

Fitting and securing. 

.098 

.070 .... 


Fitting and securing. 

.070 

.055 .... 

.... 

Fitting and securing. 

.042 

.027 .... 

.042 

Fitting and securing. 

.015 


.... 

Fitting and securing. 

.138 

!iil '.277 


Fitting and securing. 

.070 

.... .... 

1070 

Fitting and securing. 

.070 

.... .... 

.027 

Fitting and securing. 

.111 

. 

.027 

Fitting and securing. 

.166 

.138 .... 

.... 

Fitting and securing. 

.070 

.055 .... 

.... 

Fitting and securing. 

.070 

.055 .... 

.... 

Fitting and securing. 

.070 

.055 .... 


Fitting and securing. 


Sec. 95 VENTILATOR, OUTSIDE DECK—Tb. 

A 

B 

M 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Gauze frame. 

.138 

.111 

.166 


Fitting. 

All screws. 

2 

Gauze frame, end piece. 

.027 



! iii 

Fitting. 

All screws. 

3 

Gauze frame, side piece. 

.138 


.... 

.138 

Fitting. 

All screws. 

4 

Ventilator, frame. 

.208 

. 138 

.277 


Fitting. 

All screws. Gauze frame extra. 

5 

Ventilator, bottom piece. 

.138 


.... 

^208 

Fitting. 

All screws. 

6 

Ventilator, end piece. 

.070 

.055 



Fitting. 

All screws. 

7 

Ventilator, middle piece. 

.070 

.055 

.... 

!070 

Fitting. 

All screws. 

8 

Ventilator, top piece. 

.138 



.138 

Fitting. 

All screws. 

9 

Gauze frame, wire. 

.208 

.... 

.... 

.... 

Securing. 

All moulding. 


Sec. 96 WELL HOLE, PLATE GLASS CAR, 



WOOD PARTS. 

j 

A 

B 

C 

D 

EXPLANATION AND WORK INCLUDED. 

1 

Brace. 

.138 

.111 


.070 

Fitting. All bolts. 

2 

Bottom plank. 

.346 

.277 

*.070 


Fitting. *For each hanger. 

3 

End piece. 

.208 

.166 


.555 

Fitting and placing. 

4 

Trap door. 

.138 

.111 


.346 

Placing. Constructing complete. 


Sec. 97 WELL PIOLE, PLATE GLASS CAR, 
IRON PARTS. • 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 

1 Hanger. 

.277 

.208 

.083 

.... All bolts in sill. 

2 Hanger, angle brace. 

.193 

.166 


.... All bolts in sill. 

3 Hanger, bottom strap. 

.346 

.277 


.... All bolts. 

4 Hanger, side brace or strap. 

.138 

.111 

.... 

.... All bolts. 


349 








































































Sec. 98 WINDOW FRAME, SASH AND 

SCREENS, WOOD PARTS. 

A 

B M 

D 

EXPLANATION AND WORK INCLUDED. 

1 

False sill—Tool or poling. 

.070 



Fitting and securing. 

2 

Head piece, straight—Tool or poling. 

.070 

.070 .... 

.... 

Fitting and securing. 

3 

Head piece, circled—Tb. 

.138 

.070 .... 

.208 

Fitting and securing. 

4 

Head, circled fascia—Tb. 

.111 

.070 .... 

.138 

Fitting and securing. 

5 

Jamb—Cabin. 

.070 

.... .... 

.... 

Fitting and securing. 

6 

Jamb or head piece, per section—Tb. or poling. 

.138 


.... 

Fitting and securing. 

7 

Sill. 

.208 

.193 .... 


Fitting and securing. 

8 

Sill apron—Tool. 

.070 

.055 .... 

!o70 

Fitting and securing. 

9 

Sash—Cabin, Tool or pickup. 

.138 

.098 .... 


Fitting and securing. 

10 

Sash, stile—Cabin, Ta. or pickup. 

.138 

.098 .... 

.*208 

Fitting and securing. 

11 

Sash, top or bottom rail—Cabin Ta. or pickup. 

.138 

.098 .... 

.208 

Fitting and securing. 

12 

Sash, mullion. 

.070 

.042 .... 

.138 

Fitting and securing. 

13 

Sash, stile—Tb. 

.138 

.098 .... 

.208 

Fitting and securing. 

14 

Sash, top or bottom rail—Tb. 

.138 

.098 .... 

.138 

Fitting and securing. 

15 

Sash, deck—Tb. 

.208 

.138 .... 


Fitting. All hinges. 

16 

Sash, deck, top or bottom rail—Tb. 

.138 

.098 .... 

.208 

Fitting and securing. 

17 

Sash, end deck piece—Tb... 

.138 

.070 .... 

.208 

Fitting and securing. 

18 

Sash, dome—Cabin or Ta. 

.111 

.098 .... 


Fitting and securing. 

19 

Sash, door—Cabin. 

.098 

.070 .... 


Fitting and securing. 

20 

Sash, door or dome, stile or rail. 

.138 


.m 

Fitting and securing. 

21 

Sash, guide strip, per lin. ft.—Ta. 

.027 

.015 


Fitting and securing. 

22 

Sash, strip—Cabin. •... 

.055 



Fitting and securing. 

23 

Sash, strip—Tb. 

.070 

.... .... 

.... 

Fitting. All screws. 

24 

Screen frame. 

.138 

.098 '.277 

.... 

Fitting and securing. 

25 

Screen frame, stile. 

.138 

• • ^ • ' .... 

.138 

Fitting and securing. 

26 

Screen frame, rail, top or bottom. 

.138 

.... .... 

.138 

Fitting and securing. 

27 

Screen frame, moulding, per section. 

.027 


.... 

Fitting and securing. 

28 

Transom sash—Tb. 

.138 

. 098 .'.'.'.’ 


Fitting and securing. 


Sec. 99 WOOD AtfD IRON PARTS, LOG 

CAR FIXTURES. 

A 

B 

C 

D EXPLANATION AND WORK INCLUDED. 

1 

Ferrule for stake. 

.070 

.055 


.... Fitting and securing. 

2 

Spacing piece for track, per section. 

.138 

.111 

.055 

.... Fitting and securing. 

3 

Stake. 

.111 

.083 

.042 

.... Fitting and placing. 

4 

Track, per lin. ft. 

.042 

.027 


.... Fitting and securing with plate. 

5 

Turnbuckle, tie chain or rod. 

.070 

.055 


.... Securing in position and oil. 

6 

Turnbuckle, eye bolt. 

.042 

.027 


.... Securing and connect. 

7 

Turnbuckle, tie chain or rod, examine and oil... 

.... 

.... 

'015 

.... Oiling and connect. 



350 



















































Appendix III 

THE NEW YORK CENTRAL RAILROAD COMPANY 

PIECE WORK SCHEDULE 

Covering Repairs to Freight Cars at 
All Points—Lines West 


REVISED MAY, 1917 









GENERAL NOTES 

All prices are for car repairers and cover repair work only and do not apply to work arranged for under special 
agreement, or for building or dismantling cars complete, except when so specified. 

Parts not covered by schedule, secured by bolt, nut, screw, rivet, etc., will be priced by R. & R. of same. 

Fifty per cent of price for R. & R. bolt, nut, screw, or any item that does not include fitting, will be allowed to 
remove or apply same, except for missing parts or when covered by a price for removal or application. 

DEFINITIONS OF ABBREVIATIONS. 


R&R .Removed and Replaced. 

R&R or R...Removed and Replaced or Renewed. 

Renewed .Removed and Replaced and Renewed. 

A. W. I..All Work Included. 


SCHEDULE CLASSIFICATION OF CARS— 

GENERAL. 

No. 1 Covers all Box, Furniture, Carriage, Automobile, Produce, Refrigerator, Stock and Horse Cars. 
No. 2 Covers all Flat Cars. 

No. 3 Covers all Ballast Cars. 

No. 4 Covers all Gondola Cars. 

DETAIL CLASSIFICATION OF NYC CARS. 





1-A, Box N. Y. C 


Cars with Oak or composite body bolsters and single belt 
rail. 


Old Series N. Y. C. New Series. 


1-B, Box N. Y. C. 52000-54999 

1-B, Box N. Y. C. 56000-60599 

1-C, Box N. Y. C.. 60600-66649 

1-B, C, Box N. Y. C. 56000-66649 

1-B, C, Box N. Y. C. 120000-121999 

1 D, Box, N. Y. C. 95500-98999 

1-D, Box N. Y. C. 60000-61999 

1-D, Box L. S. & M. S. 62501-62999 

1-D, Box L. S. & M. S. 99000-100999 

1-E, Box N. Y. C. 59000-59999 

1-E, Box L. S. & M. S.794571-795570 

1-E, Box C. I. & S. 90000-92999 

1-F, Box N Y. C.101000-101099 

1-F, Box N. Y. C. 93000-95499 

1-G, Box N. Y. C. 46200-48199 

1-G, Box L. S. & M. S.794458-794570 

1-G, C. I. & S.794155-794189 

1-G, C. I. & S. 

1-H, Furniture L. S. & M. S....... 24300-24996 

1-1, Carriage N. Y. C. 14000-14149 

1-J, Produce N. Y. C. 40200-40999 

1-K, Furniture L. S. & M. S. 40000-40399 

. 1-L, Stock N. Y. C. 22000-23049 

1-L, Stock N. Y. C. 23090-23249 

1-L, Stock N. Y. C. 26000-26171 

1-L, Stock N. Y. C. 26317-26599 

1-M, Produce N. Y. C.110000-110499 


1-N, Refrigerator or Refrigerator Express N. Y. C. Merchants Despatch Dairy Line. 


190000-194599 
194600-200649 . 
201000-210999 
increased to 80-M 
capacity. 
216500-219999 
229000-230999 
231501-231999 
220000-221999 
228000-228999 
233000-233990 
211000-213999 
231000-231099 
214000-216499 
225200-227199 
231100-231211 
232766-232799 


138200-138999 

47000-47399 


139000-139499 


l-O, Auto, L. S. & M. S, 

1-P, Horse N. Y. C. 

1-Q, Horse N. Y. C. 

1-R, Horse N. Y. C. 

1-S, Stock N. Y. C. 

1-S, Stock N. Y. C. 

1-T, Box N. Y. C. 

1-T, Box N. Y. C. 

1-T, Box N. Y. C. 

1-T, L. S. & M. S. 

1-T, L. S. & M. S. 

1-T, L. S. & M. S. 

1-T, L. S. & M. S. 


41000-41999 
23250-23358 
23250-23358 
23050-23089 
23400-23549 
26600-26749 
i01100-104099 
105000-109999 
111000-115999 
48300-48324 
64000-65999 
67000-69999 
85000-88749 


48000-48999 
Inside End Sill. 

Outside End Sill. 
Without side sheathing 
Single Deck. 

Double Deck. 
235000-237999 
238000-242999 
243000-247999 
234960-234984 
248000-249999 
250000-252999 
253000-256749 


353 


Piece Work 12 















































1-T, L. S. & M. S. 

1-T, Box C. I. & S. 

1-T, Box C. I. & S. 

1-U, Stock L. S. & M. S, 

1-V, Stock L. S. & M. S. 
1-X, Box L. S. & M. S... 


1-Y, Box L. S. & M. S. 

1- Z, Box L. S. & M. & S... 

2- B, Flat N. Y. C. 

2-C, Flat N. Y. C. 

2-C, Flat L. S. & M. S. 

2-D, Flat L. S. & M. S. 

2- E, Flat L. S. & M. S. 

3- A, Ballast N. Y. C. 

3-B, Ballast L. S. & M. S... 

3-B, Ballast C. I. & S. 

3-C, Ballast N. Y. C. 

3-C, Ballast N. Y. C. 

3-C, Ballast L. S. & M. S... 

3- D, Ballast C. I. & S. 

4- B, Gondola L. S. & M. S.. 

4-D, Gondola N. Y. C. 

4-F, Gondola N. Y. C. 

4-G, Gondola N. Y. C. 

4-L, Gondola N. Y. C. 

4-L, Gondola L. S. & M. S. 
4-L, Gondola L. S. & M. S. 

4-L, Gondola C. I. & S. 

4-N, Gondola N. Y. C. 

4-N, Gondola L. S. & M. S... 
4-N, Gondola C. I. & S. 


. 89000-89999 257000-257999 

.793000-793014 234985-234999 

.795600-795849 256750-256999 

. 24003-24199 With sheathed ends 

. 5012-5204 With slatted ends 

. Cars with double bar bolsters,' with draft timbers and sub 
sills extending to center of bolster. 

. Cars with double bar bolsters and sub sills, with draft tim¬ 
bers extending back of bolster. 


Cars with oak body bolsters and subsills. 

Cars with draft timbers and wooden or steel body bolsters. 


. 31900-32499 

. 36101-36349 

. 36001-36100 

. Various. 

.x-500-x-999 

.x-2900-x3499 

.x-7250-x7399 

.x-6000-x6149 

.x-1000-xll24 

.x-3500-x3699 

.x-7000-x7249 

Cars with wood or metal bolsters, 


476900-477499 
476101-476349 
476001-476100 
Under 80-M. Capacity 
x-6500-x6999 
x-2900-x3499 
x-7250-x7399 
x-6000-x6149 
x-6150-x6274 
x-3500-x3699 
x-7000-x7249 
draft timbers and sub 


sills. 

.80000-86999 

.70000-70999' 

.70000-70999 

.71000-77499 

.33500-33999 

.34000-35999 

.188000-190999 

. 71000-77499 

.33500-35999 

.188000-190999 


310000-316999 
292000-292999 
Without drop doors 
300000-309999 

With drop door 
293000-299499 
Without drop doors 
299500-299999 
Without drop doors 
287000-288999 
Without drop doors 
289000-291999 
Without drop doors 
301000-307499 

With drop doors 
307500-309999 

With drop doors 
322000-324999 

With drop doors 



354 

































INDEX-CAR BODY 


Aprons 


“A” 

Schedule Numbers. 

. 1-7 


“B” 

Bands . 

Bars . 

Beams . 

Binder . 

Blocks .. 

Boards . 

Bolsters . 

Bolts . 

Buckles . 


Caps . 

Capping . 

Carlines . 

Cars cleaned . 

Cars raised . 

Cars spaced . 

Cars squared . 

Casings . 

Castings . 

Caulking . 

Chains . 

Cleats . 

Clips . 

Cotters . 

Coupler and parts. 

Cylinder and reservoir.. 

“D” 

Doors and parts. 


Ends, steel 


“E” 


8-10 

12-13 

14-19 

20-21 

22-50 

51-80 

81-90 

91-112 

113-116 


117-125 

126-130 

131-140 

141-143 

144-151 

152-154 

155-166 

167-169 

170-179 

180-183 

184-186 

187-195 

196-198 

199-204 

205-255 

256-262 


263-325 


326-336 


“L” 

Schedule Numbers. 


Ladders .455-456 

Levers .457-458 

Lining or ceiling . 459-464 

Links .465-466 

Loads .467-477 

Locks and lock repairs .478-492 

“M” 

Mortise .493-494 

Moulding or quarter round.495-496 

“N” 

Nails .497-508 

Nuts .509-523 

“O” 

Openings, door or window.524-529 


Paper . 

Partition, reprs. 

Patches . 

Pins . 

Planks . 

Plates and splices . 

Platforms and parts .... 

Posts and braces . 

Purlins or ridge pole... 

“R” 

Rails . 

Rivets . 

Rods . 

Rollers . 

Roofing . 


530-538 

539-550 

551-559 

560-568 

569-594 

595-645 

646-655 

656-695 

696-704 


705-710 

711-719 

720-734 

735-736 

737-795 


Fascia ..337-341 

Fillers .342-344 

Flashing .345-348 

Flooring .349-372 

Frames .373-376 

“G” 

Gains .377-389 

Gates .390-393 

“H” 

Handles .394-400 

Hasps .401-405 

Headers .406-410 

Holes .411-423 

Irons, angle .424-425 

Irons, channel .426-436 

Irons, wear .437-440 


U 


S” 


Saddles . 

Safety appliances 

Scaffolds . 

Screws . 

Shafts . 

Sheathings . 

Shims . 

Shores . 

Sides, coal . 

Sills and splices 

Slats . 

Slots . 

Springs . 

Stakes . 

Staples . 

Steps . 

Stops .. 

Straightening . . . 

Stringers . 

Strips . 


796-799 

800-805 

806-807 

808-811 

812-817 

818-828 

829-835 

836-837 

838-840 

841-936 

937-940 

941-944 

945-946 

947-953 

954-955 

956-957 

958-959 

960-964 

965-979 

.980-989 


“J” 

Jacks . 

Jacking . 

Joints . 


441-446 

447-450 

451-452 


Kej's 


“K” 


453-454 


«np 


99 


Table, water 

Tanks . 

Tenons .... 
Timbers ... 

Tin . 

Tracks . 


.990-992 

993-995 

.996-998 

.999-1011 

1012-1019 

1020-1021 


355 



































































































“U” 

Schedule Numbers. 
Underframes .1022-1030 


“W” 

Schedule Numbers. 

Wheels .1031-1049 

Stripping cars .1050-1160 


INDEX—TRUCKS. 


‘B’ 


Bands .1161-1162 

Bars .1163-1164 

Beams . 1165-1167 

Bearings .1168-1171 

Bolsters.1172-1175 

Boxes . 1176-1183 


Frames .1184-1189 

“G” 

Greasing trucks .1190-1191 

Guards . 1192-1193 

“H” 

Hangers .1194-1196 

Journals .1197-1200 

“K” 

Keys . 1201-1202 

“L” 

Locks . 1203-1204 


“B” 

Blocks .1526-1535 

Boards .1536-1540 

Bolsters .1541-1543 

Box, ice and parts.1544-1651 

Bulkheads and parts.1652-1665 

“C” 

Canvas and LaFlare insulation.1666-1692 

Casings .1693-1696 

Cinders removed .1697-1698 

“D” 

Doors, roof and plugs.1699-1719 

Doors, side .1720-1754 

“F” 

Frames .1755-1758 

Up) 

Insulation .1759-1779 


Paper .1780-1785 

Plates .*..1786-1789 

Posts .1790-1804 


Pins .. 

<! jp>> 

.1205-1210 

Planks . 


.1211-1213 

Rods . 

“R” 

.......1214-1216 

Shims . 

“S” 

.1217-1218 

Shoe, brake . 


.1219-1230 

Springs . 


.1231-1238 

Trucks, assembled 


.1239-1247 

Trucks, demolished 


.1248-1252 

Trucks, jacked . 


.1253-1257 

Trucks, turned .. .. 


.1258-1259 

Trucks, wrecking 


.1260-1263 

Wheels . 

“W” 

.1264-1280 

Andrews truck repairs . 

.1281-1299 

Bettendorf truck repairs. 

.1300-1304 

Vulcan truck repairs .. . 

.1305-1320 

Framing schedule . 


.1321-1525 

REFRIGERATOR. 

Racks . 

“R” 

.1805-1814 

Roofs . 


.1815-1819 

Safety appliance .. 

“S” 

.1820-1822 

Sills .. 


.1823-1827 

Strips . 


.1828-1839 

Supports . 


.1840-1843 

Tables . 


.1844-1845 

Traps . 


.1846-1848 

Underframes . 

“U” 

.1849-1857 


Prices covering repairs to steel oil tank 
or similar cars only.1858-1874 

NOTES showing operations to be al¬ 
lowed in connection, with prices covered 
by schedule .1875-1915 


356 




























































ANGLES. 

A-l Angle, side plate, stiffener angle, 41' 2*4" long, R&R, or applied, includes handling and necessary 
reaming of holes only, each, 3-B, C. 


APRONS. 


A-3 Apron, flat or ballast car, applied or removed, includes handling only, each.063 

A-4 End sill rabbetted for apron, by hand. AWI 295 

A-5 Flooring rabbetted for apron, by hand. AWI 12 

A-6 Sills and floor, gained for apron hinge, per hinge.!. AWI .069 


BANDS. 

A-8 Band, end, continuous band extending around both corner posts, R&R, or applied, includes handling 
and adjusting only, each . 

A-9 A-10 . 

BARS. 

A-ll Bar, door, oak, fitted and bored, each ... AWI .053 


BEAMS. 

A-14 Beam, center, convertible door support, removed or applied, includes fitting and handling, beam only, 

3 - B > C. AWI .085 

A-15 

(LW) 8-30-17. 

A-16 Beam, needle, wooden, R&R or R, includes necessary pipe work, handling and fitting, each.21 

A-17 Beam, needle, steel, R&R, includes necessary pipe work and handling, each.14 

(LW) 8-30-17. 

A-18 A-19 


BINDER. 


A-20 Binder, roof, R&R, per linear ft..’.».. AWI .0063 

BLOCKS. 

A-21 Block, not otherwise specified, R&R or R, includes cutting and fitting each.AWI .024 

A-22 Block, brake hanger or cross-tie, between sills or triangular block in center of ballast car hopper, 

renewed, includes fitting, block only, each. AWI .063 

A-23 Block, crcss-tie, between center and side sills, renewed when neither adjoining sill has been re¬ 
moved, each, 4-D . AWI .65 

A-24 Block, cross-tie, as above, renewed after adjoining center or side sill has been removed, each 4-D, 

. AWI .56 

A-25 Block, cross tie, as above, renewed after adjoining intersill has been removed, each, 4-D.AWI .245 

A-26 Block, cross-tie, as above, renewed after adjoining inter, and side or center sills have been removed, 

each, 4-D . AWI .13 

A-27 Block, cross-tie, as above, renewed after inter, sill and hopper planks have been removed, each 4-D, 

. AWI .185 

A-28 Block, door rail or track, on upper deck side plate, renewed, includes fitting, each, 1-L.AWI .05 

A-29 Block, fascia, or spacing block between coal car side and floor, R&R or R, each.AWI .0032 

A-30 Block, filling, between draft timbers, not otherwise specified, or between steel bolster and draft tim¬ 
bers or sub sills, fitted, each . AWI .063 

(LW 10-7-18) 

A-31 Block, filling between draft timbers, solid block extending to bolster, fitted, each.AWI .13 • 

A-32 Block, filling, between upper and lower bolster bars, 1 or 2 pieces on end of bolster, R&R, includes fit¬ 
ting, block only . AWI .028 

A-33 Block, filling, over body bolster or end sill, R&R, includes fitting, block only, each, 3-B, C,...AWI .115 

A-34 Block, nut lock, R&R or R, includes framing, each . AWI .014 

A-35 Block, spacing, between lining and flooring, uncoupling lever casting block, wedge shape grain block 

between post and brace or similar blocks, R&R or R, includes fitting, each.AWI .0064 

A-36 Block, spacing, between lining and flooring or wedge shape grain block between post and brace, 

framed by hand, each. AWI .0064 

A-37 Block, running board extension, framed after being ripped, includes cutting to length, each....AWI .014 

A-38 Block, sill step, on floor, renewed, includes framing, each, 1-T .AWI .053 

A-39 Block, span, between inter, and side sills, renewed, includes fitting, each, 4-F, G, L, N,.AWI .063 

A-40 Block, span, as above, renewed after sill has been removed, each, 4-F, G, L, N,.AWI .024 


357 
































A-41 
A-42 


A-43 

A-44 
A-45 


A-51 

A-52 

A-53 

A-54 

A-55 

A-56 

A-57 

A-59 

A-60 

(LW 

A-61 

A-62 

A-63 

A-64 

A-65 


A-66 

A-67 

A-68 

A-69 

A-70 

(LW 
A-71 
A-72 

(LW 

A-73 

A-74 

A-7S 

A-76 


A-81 

A-82 

A-83 

A-84 

A-85 


A-86 


A-87 

A-88 


Block, sub-end sill, between posts or post and brace, fitted when framed in mill, each.AWI 

Block, support, beveled block under hopper planks, R&R, includes fitting, block only, each, 3-B, C, 

. AWI 

Block, support, under floor at door post or over body bolster, renewed on cars equipped with N. Y. 

C. underframe, includes framing block to fit over angle iron and bolts, each, 1-T.AWI 

Block, wedge shape, between sill and stake, R&R, or applied only, includes fitting, each.AWI* 

A-50 


BOARDS. 

Boards, block or cleats, used for temporary repairs or blocking loads, removed, includes removing 


nails, each . AWI 

Boards or cleats, for temporary repairs, applied, includes fitting, each .AWI 

Board, filling, between coal side and sill, R&R, or framed by hand, or board for temporary roof 

guard rail applied, includes framing, each. AWI 

Board, filling, between hopper bands on sill, R&R, or framed by hand, each.AWI 

Board, filling, on outside face of sill or plate at single door opening, renewed, includes removing 

short sheathing when necessary and framing board, each .AWI 

Board, as above, at double door opening, each. AWI 

A-58 

Board, number or initial, stock car, R&R or R, priced as lining. 

Board, protection, applied over hoppers of gondola cars or at box car side door openings to keep 

load from doors, includes fitting, per board. AWI 

12-21-17). 


NOTE: The prices covering renewing roof boards include either narrow or wide boards, fitting and 
sawing to length except when otherwise specified. 

Board, roof, renewed, first four boards, per car, each . AWI 

Boards, roof, renewed after first four boards, per linear ft. of course .AWI 

Boards, roof, applied when one-half or more of boards are missing, or roof boards under steel roof 

when cut to length, renewed, per linear ft, of course .AWI 

NOTE: Allow in addition to the above prices covering renewal of roof boards, when removed in 
serviceable condition and replaced on same car, includes removal of all nails and all handling of 

boards, per linear ft. of single course.. AWI 

Boards, roof, under steel roofing, applied when cut to length, per linear ft. of course.AWI 

Boards, roof, short, any width, extending from ice opening to edge of roof or center of car, R&R or 

R, per linear ft. of course. AWI 

Boards, roofing, R&R or R, when laid lengthwise of car, priced as lining. 

Boards, roof, old, not removed, sawing off, per linear ft .AWI 

Boards, roof, when not removed, gained for Murphy “XLA” roof flashing, includes setting nails and 

renailing, per linear ft. of ioofing. AWI 

12-21-17). 

Board, running, longitudinal, when screwed, 15' or less on car, R&R or R (not to be allowed when 

more than 15' has been renewed), per linear ft. of single board .AWI 

12-21-17). 

Board, running, as above, when more than 15' has been renewed, per linear ft. of single board.AWI 
Board, running, old, not removed, applying wood screws when nailed only, per linear ft. of single 

board . AWI 

Board, running, laid crosswise of car, R&R or R, when screwed, includes cutting to length, per 
square ft . AWI 

A-80 


BOLSTERS. 

Bolster, body, upper or lower bar, R&R, includes handling, each . 

Bolster, body, wooden or steel, R&R, includes necessary pipe work and handling, each. 

Bolster, body, wooden, solid or composite, fitted, each ... AWI 

Bolster, body, and both channels of end section extending through bolster, R&R or R, includes nec¬ 
essary pipe work and handling. 

Bolster, body, and both draft channels extending to bolster, or with Canfield draft arms attached, 

R&R or R, as above. 

Bolsters, body, 2 and 2 channels full length of car, R&R, includes R&R needle beams, all sill bolt nuts 
and lags (Bolster side sill bolts 4-L, N), turn-buckles (truss rods 4-L, N,) brake rods, lever 
brackets on sills (winding shafts 4-N), end sill rods, air brake work and all work except (needle 
beam channel rivets and jacks 4-L, N,) R&R, trucks and buffer block work, 

1-E. 5.34 1-G. 5.91 1-S. 5.12 4-L. 8.19 4-N. 10.19 

Bolster, body, renewed after being removed with above operation, includes handling, each. 

A-90 


.032 

.059 

.035 

.013 

.0064 

.018 

.024 

.014 

.063 

.085 

.023 

.037 

.032 

.024 

.01 

.019 

.016 

.0063 

.028 

.008 

.10064 

.0029 

.025 

.064 

.21 

.245 

1.48 

.74 


.12 


358 































A-91 

A-92 

A-93 

(LW 

A-94 

A-95 

A-96 

(LW 

A-97 

A-98 

A-99 

A-100 

A-101 

A-102 

A-103 

A-104 

A-105 


A-106 

A-107 

A-108 

A-109 

(LW 

A-110 


A-113 

A-114 

A-115 


A-117 

A-118 

A-119 
A-120 
A-121 
A-122 
A-123 
(LW 


A-126 
A-127 
A-128 


A-131 

A-132 


A-133 


A-134 


A-135 


A-136 


BOLTS. 

NOTE: Bolt, any size, R&R, after nuts have ben paid for, the price of nuts will be deducted. 
NOTE: Bolts, R&R, include double nuts, lock or grip nut, cotter or split key, riveting or chipping 


bolt. 

Bolt, under 10", less than I 34 " in diameter, not otherwise specified, R&R, each.AWI .027 

I- 14-19) 

Bolt, floor stringer, under 10" in length, except door guide, door stop, sheathing strap or sill step 

bolts, etc., in side stringer, R&R (applied to bolts securing floor stringers only), each.AWI .04 

Bolt, under 10", 134” or over in diameter, R&R, each . AWI .037 

Bolt, 10" or over, less than I 34 " in diameter, not otherwise specified, R&R, each.AWI .064 

12-21-17) 

Bolt, as above, 124” or over in diameter, R&R, each . AWI .10 

Bolt, column casting, refrigerator car truck, over 10", 1J4" or over in diameter, R&R, each....AWI .13 

Bolt, journal box, refrigerator car truck, 1J4" or over in diameter, R&R, each.AWI .08 

Bolt, eye or key, priced as other bolts of same dimensions. 

Bolt, “U”, priced as two bolts, length to be determined by measurement through wood and iron only. 

Bolt, eye, without, weld, remove from and apply to chain, each .AWI .0064 

Bolt, eye welded to chain, remove and apply new without weld, each .AWI .013 

Bolt, any size, riveted over nut (Not to be paid for when bolt or nut has been applied, R&R, or tight¬ 
ened), each . AWI .0023 

BOLTS AND RODS CUT OFF. 

Bolt or rod, less than £4", cut to proper length with chisel, each .AWI .0059 

Bolt or rod, 34" to and including 1J4", as above, each . AWI .013 

Bolt or rod, less than 34", cut to proper length with shears, each .AWI .0016 

Bolt shears, delivered to and from car and tool room . AWI .032 

II- 25-18). 

A-112 


BUCKLES, TURN. 

l!4or%" 
.10 
.037 

A-116 

CAPS. 


1" or Less 

Buckle, turn R&R, each..AWI .05 

Buckle, turn, slackened or tightened, each.AWI .015 


Over 7 / 8 " 
.15 
.05 


Cap, bolt cover, running board saddle, applied includes applying canvas and forming and nailing 


cap, (not to be paid when saddle has been removed), each .AWI .0028 

Cap, ridge, Hiftchins roof, R&R (not to be paid when roofing or joint cap under same has been re¬ 
moved), each . AWI .0053 

Cap, end door, wood, R&R or R, includes fitting, each . AWI .063 

Cap, side door, wood, R&R or R, includes fitting, each .AWI .13 

Cap, as above, with tin top covering, R&R or R, includes fitting, each .AWI .185 

Cap, tin, joint strip (Chicago, Winslow or similar roof), R&R, each .AWI .0063 

A-125 

12-21-17) 


CAPPING. 


Capping, belt, rail, covering top, horse car, R&R or R, per linear foot .AWI .019 

Capping, as above, framed, per linear ft. AWI .014 

A-130 


CARLLINES. 

Carline, roof, wooden, renewed, purlins and side plate not removed, includes fitting, slotting plate 

and jacking, each .. ....105 

Purlins, old or new, cut loose and renailed when not bolted, to be allowed in addition as above 
price, or when renewing carline after plate has been renewed, or spliced, except when all purlins 

have been removed, each . AWI .027 

Carline, roof, wooden, renewed after purlins have been removed,, or in cars without purlins, or stock 

car upper deck carline renewed, includes fitting, slotting plate and jacking, each.053 

Carline, roof, wooden, renewed, after 1 or 2 side plates have been renewed or spliced, or after purlins 
and 1 or 2 side plates have been renewed or spliced, or stock car upper deck carline renewed 

after deck plate has been renewed, includes fitting, each .AWI .037 

Carline, roof, old wooden carline, replaced when shifted and roof and purlins have not been re¬ 
moved, includes all shoring or jacking, renailing and blocking. carline, each.AWI .046 

A-140 


359 






























A-141 

A-142 


A-143 


A-144 


A-145 


A-146 

A-147 


A-148 

A-149 

A-150 
A-151 


A-152 
A-153 
A-154 


A-155 
A-156 


A-167 
A-168 


A-170 
A-171 

A-172 
A-173 
A-174 
A-175 
A-176 


A-180 
A-181 
A-182 


A-184 

A-185 


A-187 
A-188 
A-189 
A-190 
A-191 


CARS CLEANED. 

Car, cleaned out after being repaired, includes removal of rubbish, scrap iron and wood and sweeping 
car, per car, class 1, 3 and 4. AWI 


.053 


CARS RAISED AND LOWERED. 

Car, raised or lowered with electric crane, includes removing key bolt and placing car on horses 

or removing horses and applying key bolt and all work except operating crane, per end..AWI .039 

NOTE: The following prices covering the raising and lowering of cars include delivery of jacks, 

horses and blocking, R&R, truck when necessary and all work except R&R brake rod key bolt. 


Car, empty, not otherwise specified, raised and lowered, includes placing on horses, 

per end .. 

Car, empty, produce or refrigerator, not otherwise specified, raised and lowered as 
per end . 


CARS SPACED. 



Hand 

Air 


Jacks 

Jacks 

.AWI 

.18 

.13 

above. 



.AWI 

.30 

.20 

, with 
re, per 

AWI 

.40 

.25 

.AWI 

.45 

.30 

red as 

.AWI 

.625 

.35 

.AWI 

.80 

.40 

Empty 

Loaded 

.AWI 

.063 

.13 


.AWI 

.011 


Car squared, priced by jack and shore. 
A-165 


CARS SQUARED. 


CASINGS. 


Casing, post or window, R&R or R, includes fitting, each .AWI .024 

A-169 

\ 

CASTINGS. 

Casting, body truss rod bearing, old, cutting off teat with chisel, per teat.AWI .0095 

Casting, coupler stop, rear channel tie casting on class 1-0 Auto, cars, or Gould buffer casting on 

refrigerator express cars, R&R, includes applying fitting bolts and handling, each.125 

Casting post or post and brace, cleaned out with chisel, each .AWI .0053 

Casting, ratchet, winding shaft, R&R, when shaft has not been removed, each 4-G,N.AWI .05 

Casting, roof joint cap, Murphy “XL,” “XLA” or “XLA” Flexible roof, R&R, each.AWI .029 

Casting, sill pocket, single, cut off when in place, for minor stop casting horn, each.AWI .07 

A-179 

CAULKING. 

Caulking floor around all post castings, rods, etc., includes saturating waste with paint and deliv¬ 
ering from storage and to car, per car.AWI .15 

Caulking as above, floor renewed in part, per casting adjoining new floor (not to be paid when 

caulking car exceeds .15) .AWI .011 

A-183 

CHAINS. 

Chain, switch, removed from or applied to car, each . AWI .085 

A-186 

CLEATS. 

Cleat, corner, inside of hopper, R&R, each, 3-A .AWI .088 

Cleat, as above, fitted, each, 3-A.AWI .037 

Cleat, hopper door, R&R, each, 3-A.AWI .077 

Cleat, hopper door, R&R or R, includes fitting, No. 4, each .AWI .024 

A-195 


360 


























CLIPS. 


A-196 
A-197 

A-199 

A-200 

A-201 

A-202 

A-203 

A-205 

A-206 

A-207 

A-208 

A-209 

A-210 

A-211 

A-212 

A-213 

A-214 

A-215 

A-219 

A-220 
(LW 
A-221 
A-222 

A-223 

A-224 

A-225 

A-226 

A-227 


Clip, angle, on fascia under Hutchins lock seam roofing, or Murphy “XL” or “XLA” roofing clip, 

R&R, each . AWI 

A-198 


COTTERS, SPRING AND SPLIT KEYS. 

NOTE: Cotter, spring, or split key, R&R, included in price of R&R bolt or nut. 

Applied 

Cotter, spring, less than or any size split key, each .AWI .0053 

Cotter, spring, y A " or over, each.AWI .008 

Cotter, spring or over, spread open when not properly applied (not to be paid in connec¬ 
tion with R&R, or applying cotter, bolt or nut), each .AWI 

A-204 


COUPLERS AND COUPLER PARTS. 

Coupler, less than 8j4" butt end with pocket riveted to same, R&R, includes handling and jacking 

only, each . AWI 

Coupler, 8J4" butt end or over with pocket riveted to same, R&R, includes handling and jacking 

only, each . AWI 

Coupler, R&R, includes R&R cross key, handling and jacking coupler, each.AWI 

Coupler and pocket, not otherwise specified, R&R, includes R&R, cross key handling and jack¬ 
ing, each .AWI 

Coupler and pocket fitted with Miner friction draft gear, type A-7 or A-18, cars with Bettendorf or 
similar underframe with cast steel draft arms, R&R, includes R&R cross key, handling and 

jacking, each .AWI 

Coupler, Commonwealth transom draft gear, R&R, includes R&R, two coupler and casting bolts 

and handling and jacking coupler, each.AWI 

Coupler and cast steel pocket, apply to steel repair underframe before frame has been applied to 
car, cross key and 6 stray bolts, R&R cross-tie strap bolts, jacking coupler and pocket to place, 

delivering of all parts and all work except carrier iron, per end .AWI 

NOTE: When the above price has been allowed same will be deducted from price covering ap¬ 
plying underframe. 

Coupler and pocket, delivered to car or storage.AWI 

Coupler, chipping 4 corners of butt end to fit cast steel pocket, by hand, each.AWI 

A-218 


CASINGS. 

Casing, friction draft gear, Cardwell, Gould, Miner, Murray, Sessions, Westinghouse, Waugh or 
similar types not otherwise specified, R&R, in coupler pocket, includes renewing parts, 


each ..AWI 

11-25-18) 

Casing, Miner friction draft gear, type A-7 or A-18, R&R, in coupler pocket, each.AWI 

Casing, Miner friction draft gear, type A-7, taken apart and reassembled when center or friction 
cylinder side bolts are broken, includes renewing seven bolts and any defective parts, per 
casing .AWI 


NOTE: The above price will not be allowed when only necessary to renew draft spring cage tie 
bolts, in which case the bolts only will be allowed. 

CASTINGS. 

Casting, draft, Commonwealth transom draft gear, front casting, pattern F-4119, as applied to A.C. & 
F. all steel underframe, R&R or R, includes, R&R or R, two yoke pins, three draft springs, 
two coupler and casting bolts, removing and replacing coupler in casting, all handling and 
jacking of coupler and draft casting, compressing all springs and all necessary work except 

R&R carrier iron, and coupling lever work, per casting .AWI 

Casting, as above, slackened for, and includes the renewal of three or less front springs, R&R, 
two yoke pins, suspending casting with chain, handling and jacking of draft casting and coup¬ 
ler, compressing all springs and all necessary work except R&R carrier iron, and uncoupling 

lever work, per casting .AWI 

Casting, draft, Commonwealth transom draft gear, rear yoke casting, pattern F-4120, as applied 
to A.C.&F. all steel underframe, R&R or R, includes R&R or R, one yoke pin and draft spring, 

handling casting, compressing springs and all necessary work, per casting.AWI 

Casting, as above, R&R or R, after front casting, pattern F-4119, has been R&R, or slackened, in¬ 
cludes, R&R or R, draft spring, handling casting and all necessary work, per casting-AWI 


.0053 

R&R 

.008 

.014 

.0064 

.085 

.16 

.16 

.265 

.585 

.25 

.32 

.063 

.064 

.21 

.37 

.21 

1.30 

.75 

.25 

.09 


361 





















KEYS. 


A-228 Key, coupler cross, American continuous, Farlow or Miner, R&R, each .AWI 

A-229 Key, cross, any size, under Hennessey draft gear, R&R, each ..AWI 

A-230 Key, locking pin, Janney coupler, R&R, each.AWI 

KNUCKLES. 

A-231 Knuckle, coupler, or knuckle pin, either or both, R&R .AWI 

A-232 


A-233 

A-234 

(LW 


A-235 

A-236 

A-237 


A-238 

A-239 


A-240 

A-241 

A-242 


A-243 

A-244 


A-245 
A-246 
A-24 7 

A-248 


A-251 

A-252 


LOCKS. . 

f 

Lock, coupler knuckle, R&R, includes clevis, each .AWI 


9-9-18.) 


PINS. 


Pin, coupler lock, Gould, R&R, each...AWI 

Pin, coupler locking, Janney, R&R, each.AWI 


PLATES. 

Plate, follower, 1 or 2 in same pocket, R&R, included in price allowed for springs or friction casing. 


RIVETS. 

Rivet, coupler pocket, 1%" or over, removed at car, each .AWI 

Rivet, as above, applied at car, includes trip to shop, each .AWI 


RODS. 

Rod, draft spring, Cardwell draft gear, R&R, includes both springs, each .AWI 

SPRINGS. 

Spring, draft, R&R, in coupler pocket, includes followers .AWl 

Spring, draft, Cardwell draft gear, R&R, each.AWI 

Springs, draft, Farlow draft gear, R&R, after coupler has been removed, includes center cross key, 

follower block and 2 springs.AWI 

A-250 


STEMS. 

Stem, coupler, or stem key, either or both, R&R....* .AWI 

A-255 


CYLINDER AND RESERVOIR. 


A-256 Cylinder or reservoir, air brake, R&R, includes handling only, each 
A-257 A-262 


DOORS. 


A-263 Door, side, box car, made operative, includes removing nails and cleats (not to be allowed in con¬ 


nection with R&R door), each.AWI 

A-264 Door, side, delivered to car or storage, each, Class 1 .AWI 

A-265 A-266 
(LW-6-24-18) 


DOORS REMOVED AND REPLACED. 


A-267 Door, convertible, raised or lowered when converting car, or convertible door, R&R, includes han¬ 
dling and cleaning only (only one operation allowed), per door, 3-B,C .AWI 

A-268 Door, end or side, not otherwise specified, R&R, each . 

A-269 Door, end, Auto, Carriage or Furniture car, R&R, each . 

A-270 Door, side, Auto., Box or single deck stock car, not otherwise specified, R&R, includes Auto, car 

door with post attached, each .;. 

A-271 Door, side, auto or box car door fitted with bottom “Z” bar, spark iron and two or more angle 

irons, or carriage or furniture car side door,. R&R, as above, each . 

A-272 Door, side, auto, box, or single deck stock car, any style wooden door, replaced when off track, 

includes making door operative, per door.AWI 

A-273 Door, side double deck stock car, any style, replaced when off track, includes making door opera¬ 
tive, per door .AWI 


.105 

.064 

.024 


.05 


.038 


.024 

.05 


.038 

.059 


.16 


.13 

.064 

.34 


.063 


.05 


% 


.023 

.054 


.115 

.063 

.16 

105 

.16 

.065 

.03 


302 



























A-274 Door, side, steel door on auto or box car, R&R, as above, each .... 

A-275 Door, side, coke rack, R&R, each .. 

A-276 Door, hopper, R&R, when intact, includes handling only, each, 3-B,C 


.265 

.027 

.475 


DOORS CLOSED. 

A-280 Doors* drop or hopper, closed, per pair or per shaft, class 3 and 4.AWI .037 

A-281 Doors, hopper, steel car or King hopper doors, closed, includes jacking and applying 4 braces, per 

car, loaded or empty .AWI .165 

A-282 Doors, side, closed and fastened, per bar locking three or four doors, 3-B,C .AWI .037 

A-283 Doors, side, closed and fastened, per side, class No. 4 .AWI .059 

A-284. Doors, side, coke rack, closed, per car. AWI 063 

A-285 A-286 


DOORS FITTED TO CAR. 

A-287 Door, end, auto or carriage car, new wooden door, fitted, include all boring and gaining, each.AWI .32 

A-288 Door, as above, old wooden door, fitted, includes all boring and gaining, each..'.AWI .085 

A-289 Door, side, box car, cut to length, per linear foot .AWI .011 

A-290 Door, side, double doors on Class 1-T or E auto cars (B/P-N-23976-E), equipped with bottom 

“Z” bar, spark iron, two or more angle irons and “Z” bar door stop on center door post, fitting 
and adjusting door to close properly (to be allowed on new doors only), per door.AWI .30 


DOOR REPAIRS, BOX CAR. 


A-292 Batten or brace, under new or old sheathing, R&R, each .AWI .05 

A-293 Rail, R&R, sheathing not removed, per linear foot . AWI 024 

(LW-6-24-18) 

A-294 Batten or rail, framed by hand, each.AWI .014 

A-295 Brace, framed by hand, each.AWI .024 

A-296 Stile, side door, renewed, includes fitting, each. AWI 13 

(LW 12-21-17) 

A-297 Wedge, oak, door strap, R&R, or applied, each.AWI .0022 


A-298 

A-299 

A-300 


A-306 

A-313 

A-314 

A-315 

A-316 

A-317 

A-318 

A-320 


A-321 


A-326 


MISCELLANEOUS DOOR REPAIRS. 


Board or cleat, horse car end or roof door, renewed, includes fitting, each .AWI 

Sheathing, end door, auto or carriage car, R&R or R, per sq. ft.AWI 

A-305 


DOORS, MAKING. 


A-312 

Door, end, stock car, with rods, made complete, each .AWI 

Door, side, as above, double deck, with rods, made complete, each.AWI 

Door, side, as above, single deck, with rods or oak slats, made complete, each.AWI 

Door, side, as above, M.C. with 62 oak slat bolts and 4 joint bolts, made complete, includes 

boring, each .AWI 


Door, as above, made complete, when screws are applied to center slats instead of nails, each..AWI 
A-319 

Door, hopper or drop, renewed when down, includes framing planks 4-G,N, and all necessary work, 
4-D 4-G,N 

.65 .745 

A-325 


ENDS, STEEL. 


.024 

.014 


.063 

.155 

.245 

.815 

.94 


End, steel, Murphy, applied, includes removing wooden end complete and any additional continuous bands 
and double lining, stripping cars equipped and equipping car complete with U. S. Safety Appliance 
Standard, using end and side individual bolted ladder irons and hand holds, renewing or reframing end 
sill, renewing buffer block, corner posts, lining posts, side ladder, hand hold and brake step cripple 
posts, end fascia, and framing all parts, R&R, running board bracket bolts in plate, side sill gib rod 
bolts, 10 side sill and plate rod nuts, S&T. all turnbuckles, apply paper on end sill, 2 steel end brace 
rods, boring all holes by hand, gaining and countersinking, gaining and patching side stringers to apply 
rivets, applying bottom corner irons with bolts and bolting inter, and top gusset plates to belt rails and 
side plates, handling steel end, includes necessary straightening and all work to complete job except 
R&R flooring, roofing, roof work, side fascia, side sheathing, end plate, bolt blocks on corner posts, 
brake shaft and all its fixtures and applying rivets, per end, 

1-B,C,E,F,G, 1-D 1-T 

11.55 10.67 7.96 


363 

























A-327 

A-328 

A-329 

A-330 

A-331 

A-332 

A-333 

A-337 

A-338 

A-339 

A-340 

A-342 

A-343 

A-345 

A-346 

A-347 


A-349 

A-350 

A-351 

A-352 

A-353 


End, steel, as above, when steel repair underframe 
specified above, per end, 

1-B,C,E,F,G, 1-D 

10.90 10.02 


has been applied at same time, includes all work as 


NOTE: Deduct from either of the above prices, when car has been equipped with Murphy steel roof 

at same time, per end.,. . . 

NOTE: Deduct from prices covering application of steel end, 

1-B,C,D,E,F,G, 1-T 

.17 .32 for corner posts and 

.18 .12 for end plate, when same have been bored complete in mill, per end. 

NOTE: When steel buffers or ladders are applied, or when individual ladder irons or hand holds 

have been riveted to steel end, the proper deduction will be made from steel end prices. 

End, steel, Murphy, R&R, includes handling, shoring and temporary bolting, per end, class 1... 
End, steel, Murphy one piece end, R&R, or applied, includes handling end and end sill channel, per 

end, class 4. 

A-336 


.225 


.475 

.16 


FASCIA. 

Fascia, except when secured with fascia bolts or lags, R&R or R, includes fitting, per linear ft.AWI .011 

Fascia, when secured with fascia bolts or lags, R&R or R, includes fitting (bolts or lags not in¬ 
cluded), per linear ft..AWI .0027 

Fascia and combination doorway and door track filler (as per B/P-125A-1), laid out and framed 
to fit car when received from mill, per side of car, 

Car with single door opening.AWI .08 

Car with double door opening...AWI .125 

A-341 

v 

FILLERS. 

Filler, center channel, 6"x8", cut off for butt splice when channel and filler are in place, 

each, 1-0 .AWI .32 

A-344 


FLASHING. 

Flashing, buffer block, R&R, per oak block.AWI .033 

Per cast buffer .AWI .022 

Flashing, Murphy “XLA” or “XLA” flexible roof, R&R, includes shaping to edge of roof and 

straightening out lap, per linear foot.AWI .009 

A-348 


FLOORING. 

NOTE: The prices for renewing flooring cover flooring laid crosswise of car and secured 
with nails only, unless otherwise specified. 

NOTE: Prices covering renewal of flooring include all fitting except that for which separate prices 
are shown. 

NOTE: Allow in addition to prices covering renewing flooring extending full width of car, for first 
foot of patch renewed between old floor, or for first foot adjoining end sill or drop door angle 
iron on class 4-G,N, cars (not to be allowed in connection with price for framing flooring board 
to fit over steel end or price for gaining and rabbeting floor for drop door angle iron)..AWI .053 

NOTE: Allow in addition to prices covering renewing flooring extending full width of car when 
flooring has been removed in serviceable condition and- replaced on same car, includes removal 
of all nails and handling out and into car, per linear foot measured lengthwise of car....AWI .05 

NOTE: Prices covering renewal of flooring extending full width of car will be allowed to patch 
old floor boards when patch extends over center or inter, sills, includes cutting joints in old 
floor and all cutting and fitting of patch. 

Flooring, not otherwise specified, renewed in cars with six sills or six floor stringers, per linear 
ft., measured lengthwise of car, 

Flooring less than 2" thick.AWI .094 

Flooring 2" thick or over.AWI .12 


(LW 11-25-18) 


364 













Flooring Less 
Than 2" 
Thick 


A-354 Flooring, not otherwise specified, renewed in cars with eight sills or eight floor 

stringers, per linear ft., measured lengthwise of car .AWI .105 

A-355 Flooring, under coal car sides, or lower deck flooring in double deck stock cars, 
renewed in cars with six or eight sills or six or eight floor stringers when coal 
sides, bottom planks or upper deck has not been removed, per linear ft., 

measured lengthwise of car. AWI .13 

A-356 Flooring, short, covering center sills, R&R or R, per linear ft., measured length¬ 
wise of car . AWI .024 

A-357 Flooring, short, covering inter, and side sills, not otherwise specified, R&R or R, 

per linear ft., measured lengthwise of car. AWI .037 

A-358 Flooring, short, covering inter, and side sills, under coal car side, R&R or R, 
when coal side or bottom plank has not been removed, per linear ft., meas¬ 
ured lengthwise of car . AWI .05 

A-359 Flooring, upper deck, double deck stock car, laid crosswise of car, renewed, per linear ft., meas¬ 
ured lengthwise of car, I^x5^x9'.AWI 

(LW 11-25-18) 

A-360 Flooring, upper deck, double deck stock car, laid lengthwise of car, R&R or R, per sq. ft.AWI 

A-361 Flooring, laid crosswise of car, cut to length, per linear ft., measured lengthwise of car.AWI 

(LW 11-25-18) 

A-362 Flooring, gain and rabbet for drop door angle iron, 4-G,N, or gained for refrigerator car ice box 

drip trough (I"x3"x2'), and bore for tube, by hand, each .AWI 

A-363 Flooring, produce or refrigerator car, gained" or over in width for threshold, includes fitting latch 

keeper and plate, by hand, per linear ft. cut.AWI 

A-364 Flooring, gained for each bolster rod strap, saddle, or framed to fit over steel end, by hand, 

each .AWI 

A-365 Flooring, gained for six inside end gate post pockets, per pocket, 3-B,C .AWI 

A-366 Flooring, gained for and fitted over center door post casting, or gained to fit over door post casting 

support strap on cars equipped with A.C.&F. underframe, per casting or strap, 1-T.AWI 

A-367 Flooring, grooved 9' for rod, by hand, per rod.AWI 

A-368 Flooring, short, grooved for side stake gib rod, by hand, per rod.AWI 

(LW 12-21-17) 

New 

Floor 

A-369 Flooring, single or double, bore or gouge out for bolt socket or plug over bolt, each.AWI .014 

A-370 Flooring, as above, bore for ice box drip pan tube, each .AWI .014 

A-370 A-372 


Flooring 2" 
Thick or 
Over 


.13 


.16 


.03 


.045 


.06 


.13 

.016 

.014 


.11 

.038 

.063 

.03 

.025 

.055 

.013 

Old 

Floor 

.024 

.014 


.AWI .425 


FRAMES. 

A-373 Frame, steel end, R&R, includes handling only, per frame, 1-0 . 

A-374 A-376 
(LW 12-21-17) 

GAINS. 

A-377 Gain, cut, when not otherwise specified, each. AWI .024 

A-378 Gain, cut for bolt head, or in roof carline, each.AWI .0063 

A-379 Gain, cut in edge of body bolster for center plate, per linear inch.AWI .0063 

A-380 Gain, cut in body end plank for cylinder or brake wheel, each .AWI .063 

A-381 Gain, door shoe, side plank key block or similar gains, cut, each .AWI .014 

A-382 Gain, wear iron, box car side door, cut, per linear ft.AWI .024 

A-383 Gain, Miner stop casting, Pat. F-607 and 608, cut in center sill or filler, for horn, when neither has 

been removed, each .AWI .047 

A-384 Gain, 1^4"x2" to 4", laid out and cut in lining board for grain opening (B/P-V-23953), each-AWI .0056 

A-385 Gain, cut for steel repair underframe end casting (Pat. No. 2152-M) on inside face of end sill, per 

sill .AWI .21 

A-386 Gain, cut for coupler pocket (2"x6"x8"), on bottom of end sill, each .AWI .074 

A-387 Gain, cut for queen post (l^"x5"xll"), on needle beam to adjust queen post for third rail clearance, 

when beam is on car, per gain, 3-A.AWI .095 

A-388 A-389 

GATES. 

A-390 Gate, end, coal car, closed and fastened, each.AWI .053 

(LW 2-4-18) 


365 






























A-391 


Gate, end, removable gate, moved in or out when converting ear, includes all necessary cleaning,- 

each, 3-B,C .AWI 21 

A-392 Gate, end, as above, when intact, removed from and replaced on car, includes handling only (not 

to be allowed in connection with above price), per gate, 3-B,C.JO 


HANDLES. 


A-394 Handle, winding shaft, R&R or R, each, 3-A.AWI .024 

A-395 A-400 

HASP. 

A-401 Hasp, door, fitted to door, each...„.AWI .013 

A-402 A-405 

A 

HEADERS, 

A-406 Header, door, R&R, when nailed, each......AWI .037 

A-407 Header, as above, framed by hand, each.....„...AWI .024 

A-408 A-410 


A-411 

A-412 

A-413 

(LW 

A-414 

A-415 

A-416 

A-417 

A-418 

A-419 

A-420 


HOLES. 

NOTE: Hole, bored, under 3", when not otherwise specified-,, included im price of bolt ©r rod. 

Hole, bored with ratchet, allow double the price of boring by hand. 

Hole, bored, under 3" when not bored for holt, rod or screw,, each ..........AWI 

11-25-18) 


M35 


Hole, bored, over 4J4" to and including 8."', as above, each 
Hole, bored, over 8" to and including 11", as above, each 
Hole, bored, over 11" to and including 16", as above, each 


Hole, bored for center pin or truss rod, as above,'"each 


...AWI 

By Hand 
.0063 

By Air 
.0035 

...AWI 

.014 

.0063 

..AWI 

.024 

.014 

..AWI 

.063 

.024 

AWI 

.10) 

.051 

.AWI 
adies tin 
. AWI 

.063 

.014 


A-421 A-423 


A424 


A-425 


Iron, angle or “Z” 
to length, or 1 


IRONS, ANGLE. 

shape, for box car side door or track, or %"xl or 2"' strap on sheathing, cut 
‘J” shape spark iron cut out at end for p,ost casting with chisel, each....AWI 


.021 


A-426 

A-427 

A-428 

A-429 

A-430 

A-431 

A-432 

A-433 

(LW 


IRONS, CHANNEL. 

Iron, channel, center section, R&R or R, when not otherwise specified, includes applying fitting 

bolts and' handling only, each, 1-E,G,S, 4-L,N, . 

Iron, channel, center section, R&R or R (when both end sections including bolsters, or adjoining 
center sill and flooring have not been removed), when channel has been removed from below, 

includes necessary pipe work, applying fitting bolts and handling, each, 1-E,G,S, 4-L,N. 

Iron, channel, center section, R&R, includes applying fitting bolts and handling, each, 1-0_ 

Iron, channel sill splice, }4"x8"xl4' long, R&R or applied, includes fitting channel to sill and han¬ 
dling only, each, 1-H . 

Iron, channel, end section extending through bolster, R&R, after center plate and fastenings have 
been removed, includes necessary pipe work, applying fitting bolts and handlings, each, 

1-E,G, 4-L,N ... 

Iron, channel, as above, R&R, when bolster is not equipped with detachable center plate, includes 

necessary pipe work, applying fitting bolts and handling, each, 1-E,G, 4-L,N . 

Iron, channel, draft channel extending to bolster, R&R, includes applying fitting bolts and handling, 

each, 1-S . 

Irons, channel, end section of both channels and coupler stop front tie casting, R&R, includes 

applying fitting bolts and handling, 1-0. 

11-25-18) 

IRONS, COUPLER CARRIER. 


.32 


.635 

.32 

.074 

.185 

.38 

.064 

.16 


A-434 Iron, coupler carrier, secured with one cross bolt, reversed when turned over and out of position, 


nolt not removed, except when otherwise specified, per iron .AWI .01 

A-435 Iron, coupler carrier, reversed as above when necessary to jack coupler body, per iron.AWI .05 

A-436 


3GG 


























IRON, WEAR. 

A-437 Iron, wear, box car side door, secured by rivets and wood screws, R&R, each.AWI .063 

A-438 A-440 

JACKS. 

A-441 Jack, body, used .AWI .05 

A-442 Jack, screw or journal, used.AWI .063 

A-443 Jack, hydraulic, used (loaded car)...AWI .155 

A-444 Jack, pull or push, used to straighten car parts, includes use of chains and blocks, each.AWI .115 

A-445 A-446 

JACKING END TO PLACE. 

A-447 Jacking end of car to place when end plate is out, includes renailing purlins (R&R material not in¬ 
cluded), per end, class 1.AWI .245 

A-448 Jacking end of car to place when forced out at bottom, includes renailing sheathing, applying tem¬ 

porary planks and blocks and securing same with rods, lags or bolts, nailing posts, braces, 
planks and temporary blocks, boring all holes, delivering jacks, shores and material, and all 
work necessary to replace and secure end, Class 1. 

When one, two and including three posts and braces are out, per end of car.AWI .22 

When four or five posts and braces are out, per end of car .AWI .35 

When six or more posts and braces, or entire end is out, per end of car.AWI .45 

A-449 A-450 

JOINTS. 

A-451 Joint, cut with chisel, old fascia, lining, ceiling, slats or sheathing, each .AWI .014 

A-452 

KEYS. 

A-453 Key, center pin or hopper door shaft, R&R, each.AWI .024 

A-454 

LADDERS. 

A-455 Ladder, steel, class No. 1 car, R&R, or applied, includes handling and gaining only, each.AWI .085 

A-456 

LEVERS. 

A-457 Lever, uncoupling, Imperial, R&R, includes adjusting, each .AWI .053 

(LW 4-5-18) 

A-458 

LINING OR CEILING. 

A-459 Lining or ceiling, removed, includes removing nails, per sq. ft .AWI .0035 

A-460 Lining or ceiling, applied, includes cutting to length and fitting, per sq. ft.AWI .0094 

(LW 4-5-18) 

A-461 Lining or ceiling, renewed, includes cutting to length and fitting, per sq. ft.AWI .014 

A-462 NOTE: Allow in addition to the above price covering renewal of lining or ceiling when removed 

in serviceable condition and replaced on same car, includes removal of all nails, handling out 

and into car and any additional cutting and fitting, per sq. ft.AWI .0035 

A-463 Lining or ceiling, old, not removed, sawing off, per linear ft.AWI .0063 

A-464 

LINKS. 

A-465 Link, cold shut or split, remove from and apply to chain, each .AWI .0064 

A-466 

LOADS MOVED. 

A-467 Load, coal, iron, ore coke, sand or similar commodities, R&R, when necessary to make repairs, per 

end of car . AWI .73 

A-468 

A-469 Load, merchandise, R&R, when necessary to make repairs, per end of car.AWI .295 

A-470 NOTE: The above .295 price to be allowed when necessary to build platform to remove load from 
doors to get at end load. 

A-471 Load, doorway, replaced when shifted against doors, per opening .AWI .285 

A-472 Load, coal, R&R, to close side doors, when doors are open and all operated by one lever, includes 

fastening doors, per side . AWI .41 

(LW 12-21-17) 


3G7 

























A-473 Load, coke, R&R, for repairs to rack door, second or third doors prices include doors above same. 

Top door .AWI .033 

Jv Second door .AWI .055 

Third door .AWI .165 

A-474 Load, coal, coke, ballast, etc., R&R, to apply tie rods account spread sides, includes moving load 

depth of top planks, per rod space.AWI .064 

A-475 A-477 

LOCK, GILROY. 

A-478 Locks, air, Gilroy, applied, first application, except R&R sheathing and piping, per car.AWI 1.40 

LOCK REPAIRS, GILROY. 

A-479 Block, valve support, renewed, includes framing, each .AWI .08 

A-480 Casting, latch, door post, R&R, including latch, each .AWI .042 

A-481 Casting, as above, fitted to new post, includes gaining, each .AWI .185 

A-482 Handle, valve, R&R, each .AWI .021 

A-483 Keeper, fitted to new door, includes gaining, each .AWI .032 

A-484 Valve, except when bolted, R&R, each.AWI .032 

A-485 A-486 

LOCKS. 

A-487 Lock nut, Bartley, 1 or 2 on same bolt, R&R,. AWI .0035 

A-488 Lock, roof tin, R&R, or applied, includes bending, each . AWI .0059 

A-489 Lock, roof board, removed or applied, includes boring, each . AWI .0063 

A-490 A-492 

MORTISE. 

A-493 Mortise, cut, per inch in length. AWI .014 

A-494 

MOULDING OR QUARTER ROUND. 

A-495 Moulding or quarter round, R&R or R, per linear ft..AWI .0035 

A-496 

NAILS. 

A-497 Nails, cut from box car door post, per post . AWI .063 

A-498 Nails, driven, per linear ft. of nailing plate . i .. AWI .0035 

A-499 Nails, set through wood, includes renailing, per linear ft. of nailing plate.AWI .024 

A-500 Nails, set through tin or canvas, includes renailing, per linear fj. of nailing plate.AWI .0063 

A-501 Nails, set not less than l / 8 " in depth, per linear ft. of nailing plate .AWI .0012 

A-502 Nails, roof board, clinched after being set, on car with steel roof, per linear ft. of nailing plate.AWI .0019 
A-503 Nails, cleats and blocks, removed from interior of cars receiving heavy repairs only, per car 

Box Cars . AWI .053 

Automobile Cars . AWI .069 

A-504 Nails removed from Hutchins roof sheet, includes renailing (not to be paid with roofing price), 

per linear ft., or nails removed from old running boards not removed from car, per saddle or 

platform board .AWI .016 

A-505 A-508 

NUTS. 

A-509 NOTE: Prices for R&R or applying nuts include 1 or 2 on same bolt, lock or grip nut, cotter or 
split key, riy^ting or chipping bolt. 

A-510 Nuts, less than l / 2 ", 1 or 2 on same bolt, R&R, when bolt is under 3".AWI .014 

A-511 Nuts, YY' or over on bolt under 3", or nuts less than \y 8 " on bolt 3" or over, R&R, as above...AWI .024 

A-512 Nuts, lYz" or over, R&R, as above..:.AWI .037 

A-513 Nuts, applied, not otherwise specified, 1 or 2 on same bolt .AWI 

Under ft" or 1" or 1 y A ” U/ 8 " or over 

.008 .011 .014 .037 

A-514 NOTE: Prices for tightening nuts include 1 or 2 on same bolt, and the separate prices shown for 
nuts must not be used for tightening cars complete. 

A-515 Nuts, tightened not otherwise specified, 1 or 2 on same bolt .AWI 

Under Y" ft” or 1" or iy 8 " Over U/ 8 " 

.0035 .0063 * .014 .019 

NUTS TIGHTENED, CAR COMPLETE. 

A-516 Nuts, tightened, all on interior, includes applying all missing nuts, per car, 1-T.AWI .275 

A-517 Nuts, tightened, all on exterior, as above, includes truck per car, 1-T .AWI .55 


368 
































A-518 

A-519 


A-524 


A-525 


A-526 

A-527 

A-528 


A-530 

A-531 

A-532 

A-533 

A-534 

A-535 

A-536 


A-539 

A-540 

A-541 

A-542 

A-543 


A-544 

A-545 

A-546 

A-547 

A-548 

A-549 


A-551 

A-552 

A-553 

A-554 

A-555 

A-556 


A-560 

A-561 

A-S62 

A-563 

A-564 

A-565 

A-566 


NUTS, BODY TRUSS ROD. 

Nuts, body truss rod, R&R, applied or tightened, each .AWI .037 

A-523 


OPENINGS, DOOR OR WINDOW. 

Openings, doorway, two changed from 6' to 10' openings, includes removing 2 side braces and rods 
and 16' side belt rail, sawing off and removing 72' side lining, removing 2 and applying 4 side 
doors, removing two 13' and applying two 22' door tracks and bolts, removing 26' and apply¬ 
ing 44' door track filling strip, fascia and tin capping, R&R or R, two door posts, fillers and 
rods, spark plates, wear irons and screws, front and back doorstops, door headers and door guides, 
and bolts, fitting and applying 2 center door posts, casting and bolts, two door track filling 
blocks, two side plate reinforcing planks and bolts, two side sill reinforcing sills and bolts, two 
inside door tracks, two door fasteners and bolts, reframing side belt rails, gaining roof purlins, 
laying out and mortising sills and plates for door posts, building and removing scaffold, boring 
all holes necessary and all work to complete job except, R&R, sheathing, lining, roofing, floor¬ 
ing, door hangers, angle irons, hasps, handles, wear iron and spark plate on door, per car, 


1-H,K . AWI 13.78 

Openings, doorway, two, changed from 6' to 10' openings when two J^"x8"xl9' side sill channel irons 
are applied in place of two side sill reinforcing sills, includes all work specified above, per car, 

1-H,K .AWI 12.60 

Opening, door or window, cut in bunk cars, first ft. of each door or window......AWI .063 

Opening, as above, each additional ft.AWI .014 

A-529 

PAPER. 

Paper, plastic roofing, R&R, per roll.AWI .34 

Paper, as above, patch work, R&R, per sq. ft.AWI .0024 

Paper, sill, R&R, or applied full length of car, per sill .AWI .07^ 

Paper, as above, when tacked on side of sill, per sill .AWI .12 

Paper, sill, covering short sill, R&R, or applied, per sill .AWI .035 

Paper, sill, patch work, R&R, per linear ft. *..AWI .0022 

A-538 

PARTITION REPAIRS. 

Block, partition post, or strips on lining, renewed, includes fitting, each, 1-P,Q .AWI .024 

Block, slat, renewed, each, 1-P.Q .AWI .014 

Door, partition, repaired, per slat or strip, renewed, includes fitting, each, 1-R.AWI .024 

Post, partition, renewed, includes bolt and fitting, each, 1-P,Q ..AWI .185 

Post, partition, renewed, includes ceiling support blocks, R&R, door hinges, post strips and plates 

and fitting, each, 1-R .AWI .51 

Post, partition, 1-P,Q,R, or partition wall post 1-R, framed by hand, each.AWI .44 

Post, partition, 1-P,Q,R, or partition wall post 1-R, renewed, includes fitting, post only.AWI .13 

Post, partition, center post, renewed, includes fitting, 1-P,Q .AWI .185 

Post, as above, renewed, includes fitting post only, 1-P,Q ..AWI .024 

Slat, partition, renewed, each, 1-P,Q,R.AWI .024 

A-550 

. 

PATCHES. 

Patch, when not otherwise specified, applied, includes gaining for and framing patch, each.AWI .063 

Patch, coal car side plank, or center or inter, sill patch, applied full thickness, includes cutting plank 

or sill and framing patch, first linear ft.AWI .066 

Patch, as above, each additional ft. or fractional part of the same patch.AWI .033 

Patch, side sill, applied full thickness, includes cutting sill and framing patch, per linear inch..AWI .014 

Patch, tin, applied for temporary repairs, each.AWI .023 

A-559 

PINS. 

Pin, center, R&R, includes key, each.AWI .063 

Pin, center, head pin, R&R, when necessary to cut off, includes delivery of saw, each.AWI .165 

Pin, center, removed when wedged in and broken off flush with metal bolster, and necessary to use 

chisel and drift, each.AWI .185 

Pin, door, including staple, or uncoupling chain clevis pin, R&R, each .AWI .014 

Pin, locking, center post, R&R, each.AWI .027 

Pin, socket, body truss rod, A.C.&F. underframe, R&R, each .AWI .064 

A-568 


369 

































PLANKS. 


A-569 Plank, brake rod box, side plank, renewed when nailed only, or framed by hand, each, class 4.. .AWI 

A-570 Plank, end, coal car body, or similar plank, cut to length, includes fitting, each .AWI 

A-571 Plank, end, as above, cut to length by hand from old side plank, includes fitting, each.AWI 

A-572 Plank, side, coal car body, or similar plank extending full length of car, R&R or R, includes cut¬ 
ting to length, fitting and handling only, each .AWI 

A-573 Plank, side, as above, spliced, includes cutting splice and fitting ends .AWI 

By Hand 

A-574 Plank, end or side, ballast or coal car body, boring holes 2" to and including 4}4", includes 

laying out, per hole.. AWI .0063 

A-575 A-576 

A-577 Plank, center or inter, sill splice, applied to new splice, includes ratchet boring old portion of sill, 

each ...AWI 

A-578 Plank, door, hopper, R&R or R, each, 4-D.AWI 

A-579 Plank, end sill, when nailed, R&R or R, includes fitting, per sill .AWI 

A-580 Plank, hopper, end, not otherwise specified, R&R or R, each, class 4 .AWI 

A-581 Plank, hopper, short end or hopper chute plank, B&A or similar cars, R&R or R, each, class 4..AWI 

A‘582 Plank, hopper, end or side, R&R or R, except bolts, each, 3-A .AWI 

A-583 Planks, hopper, end or side, R&R or R, per linear ft., measured lengthwise of car, 3-B,C.AWI 

A-584 Plank, hopper, short inside end, R&R or R, each, class 4....AWI 

A-585 Plank, hopper, top side plank, fitted when framed in mill, each, class 4.AWI 

(LW 9-9-18) 

A-586 Plank, hopper, mortise and gain for hinge plate (not paid when framing is allowed), per hinge, 

class 4...AWI 

A-587 Plank, hopper, mortise for hinge plate gib and fit for hinge, when gained for hinge plate in mill 
(not paid when framing is allowed), per hinge, class 4 .AWI 


A-588 Plank, over hopper plank or over hopper doors, between crossties, R&R, includes cutting and fit¬ 
ting only, each, 3-C . 

A-589 A-594 


# PLATES. 

A-595 Plate, end sill face, R&R, includes handling only, each, 1-0 
A-596 A-598 


PLATES, END. 

A-599 Plate, end, fitted (and included in prices allowed for renewing plate), class 1.AWI 

A-600 Plate, end, when not otherwise specified, renewed, includes side sheathing nails, jacking out and 
fitting plate, each, class 1. 

(LW 4-5-18) 

A-601 Plate, end, renewed, produce or refrigerator car, or class 1-E,T cars with wooden end, includes 

jacking out and fitting, each. 

A-602 A-603 

A-604 Plate, end, under posts, R&R, after posts have been removed, each, 3-A.AWI 

A-605 A-606 


PLATES, SIDE. 

A-607 Jacking and shoring steel roof carlines which lap outside face of plate for renewal of 1 plate..AWI 


A-608 Jacking and shoring, as above, for 2 plates...AWI 

A-609 NOTE: In addition to the above, the cutting loose and renailing of of purlins will be allowed 
with each plate and ridge pole casting bolts in end plates with first side plate. 

A-610 Plate, side, fitted (and included in prices allowed for renewing plate), class 1.AWI 

(LW 6-14-18) 


A-611 Plate, side, when on car and in place and necessary to cut gains in top and in either inside or out¬ 
side face of plate, framed for application of Murphy Steel Carline, includes laying out and all 
necessary gaining and boring (not to be allowed in connection with complete price covering ap¬ 


plication of steel roof and steel carlines), allow for each carline adjoining plate.AWI 

A-612 Plate, side, when on car and in place and necessary to cut gain in top of plate only, framed for 
application of Murphy Steel Carline, as above, allow for each carline adjoining plate.AWI 


A-613 Plate, side, under sheathing, not otherwise specified, renewed, includes setting nails and renailing 

end sheathing, lining and belt rails, shoring roof and fitting, per linear ft. 

A-614 Plate, side, as above, renewed when car is being equipped with steel ends at the same time (ex¬ 
cept on class 1-E), per linear ft. 

(LW 8-16-18) 

A-615 Plate, side, horse or stock cars, renewed, includes setting nails and renailing and sheathing, lining 

and belt rails, shoring roof and fitting, per linear ft. 

A-616 Plate, side, renewed when car is being equipped for first time with steel ends and Murphy steel roof 
and steel carlines, includes, R&R, door headers, track filling strip and filling strip on top and 


.063 

.024 

.059 

.059 
.063 
By Air 

.0035 


.32 

.33 

.077 

.077 

.037 

.024 

.05 

.014 

.024 


.035 

.013 

.064 


.053 


.245 

.32 


.425 

.077 


.245 

.335 


.305 


.062 

.043 

.027 

.016 


.021 


370 






























A-617 

A-618 


A-619 

A-620 


A-621 

A-622 

A-623 

A-624 

A-628 

A-629 

A-630 

A-631 

A-633 


A-634 

A-635 

A-636 

A-637 

A-638 

A-639 

A-640 

A-641 

A-646 


(LW 

A-647 


A-648 

A-649 


side of plate, R&R, 1 or 2 doors, door track and flashing, all bolts, rods and screws in plate, 
fitting plate and all work except sheathing nails, each, 

1-B,C,F,G, 1-D, 

4.12 3.77 

Plate, side, renewed as above, after side sill has been renewed, each, 

1-B,C,F,G, 1-D, 

2.15 1.80 

Plate, side, renewed when car is being equipped for first time with steel ends and Murphy steel roof 
without steel carlines, includes, R&R, door headers, track filling strip and filling strip on top and 
side of plate, R&R, 1 or 2 doors, door track and flashing, all bolts, rods and screws in plate, fit¬ 
ting plate and all work except sheathing nails, each, 

1-B,C,F,G, 1-D, 

4.39 3.99 

Plate, side, renewed, as above, after side sill has been renewed, each, 

1-B,C,F,G, 1-D, 

2.42 2.01 

Plate, side renewed, includes, R&R, and framing door headers, filler on plate, track filling strip and 
filling strips on top and side of plate, R&R, 1 or 2 doors, door track and flashing, all bolts, 
rods and screws in plate, post lock pin, fitting plate and all work except roofing, fascia, car¬ 
line bolts and sheathing nails, each, 1-T. 3.45 

Plate, side, renewed, includes fitting and handling, plate only, each, 3-B,C,D .21 

NOTE: The R&R of side doors will be allowed with renewal of side plate on class 3-B,D cars. 

Plate, side, stock car upper deck, renewed, allow body side plate fitting or framing price and all fix¬ 
tures R&R. 

A-627 

Splice, side plate, cut and fit both sections, including bolting, per splice, class 1.AWI .47 

Spliced section of side plate renewed, to be paid the same as side plate, for each foot renewed, 
class 1. 

A-632 

Splice, side plate. First 4' or less includes all bolts and rods in plate, filling strips, cutting, fitting 
and bolting splice, framing and all work except roofing, fascia, carline bolts and sheathing nails, 

each, 1-T . 1.11 

NOTE: When carline over splice has not been removed, add to the above price .105 for jacking 
carline and purlins. 

Splice, side plate, as above, over 4', includes all work as shown in price of plate and framing, per ft., 

1-T .115 

NOTE: When carlines over splice have not been removed, add to above price for jacking carlines 

and purlins, per ft.AWI .011 

Plate, side, spliced, includes cutting, fitting and bolting splice, R&R, side doors, all bolts and all 

necessary work, first ft., 3-B,C.AWI .23 

Plate, side, spliced, each additional ft., includes, R&R, side doors, all bolts and all necessary work, 

3-B,C . AWI .059 

Splice, side plate, cut and fit both sections, includes bolting, per splice, 3-D.AWI .32 

Spliced section of side plate renewed, includes, R&R, side doors, all bolts and all necessary work, 

per linear ft., 3-D .AWI .039 

A-645 

PLATFORMS, LATERAL RUNNING BOARD AND PARTS. 

Platform, lateral running board, assembled complete with oak stringers and boards screwed to 
same and roof brackets bolted, or assembling platform with flat or angle iron combined 
stringers and brackets and all boards bolted to same, includes applying hand hold block, cut¬ 
ting all boards and stringers to length, all gaining and boring and all work except applying 

hand hold bolts, each .AWI .40 

11-25-18) 

Platform, lateral running board, assembled complete with Standard Railway Equipment Co. “U” 
shaped metal combined stringers and brackets, includes boring for and applying two bolts, 
applying two tie rods and hand hold block, cutting to length and fitting all boards and all work 

except applying hand hold bolts, each.AWI .15 

Platform, lateral running board, with oak stringers applied to car, first application, includes all 

fitting, boring holes and applying all bolts, each .AWI .15 

Platform, lateral running board, with combined metal stringers and brackets, applied to car, first 
application, includes all handling, gaining, fitting, shimming, boring for and applying 14 or 16 
bolts, each, 

Platforms with flat extension of stringers under longitudinal running board.AWI .405 

Platforms with angle or “U” shaped extension of stringers under longitudinal running 
board .AWI .55 


371 

















A-650 Platform, lateral running board, any style, R&R, includes handling only (not to be paid in con¬ 
nection with prices for assembling platforms), each .053 

A-651 Board, platform, lateral running board renewed when screwed to stringers, includes fitting, 

each .AWI .037 

A-652 Stringer, platform, lateral running board oak stringers, fitted, includes cutting and boring, 

each ..AWI .032 

A-653 A-655 * 

(LW 11-25-18) 

POSTS AND BRACES. 

A-656 NOTE: The prices covering renewing and framing posts do not include rabbet or groove full 
length of post. 

A-657 Post, corner, end, inter, end, side door, center door or 3 or 4 section cripple post, not otherwise 

specified, renewed, includes framing, post only, each, class 1.185 

A-658 Post, corner, end, inter, end or side door, old, R&R, when not renewed, includes handling only, 

each, class 1 .095 

A-659 Post, side, or 2 section cripple post, or end or side brace, not otherwise specified, renewed, in¬ 
cludes framing, post or brace only, each, class 1 . .13 

A-660 Post, side, or end or side brace, old, R&R, when not renewed, includes handling only, each, 

class 1 .064 

(LW 11-25-18) 

A-661 Post, cripple, top, bottom or center section, renewed, includes framing, post only, each, class 1.063 

A-662 Post, jacked out or slot cut and blocked (sill or plate not removed), each, class 1.AWI .05 

A-663 Post or brace, old, replaced when out of pocket (sill or plate not removed), includes necessary 

jacking, each, class 1 ..AWI .053 

A-664 A-665 

A-666 Post, end, renewed (sill and plate not removed), or corner post renewed (sill, or sill and plate not 

removed), includes jacking out and framing, each, 1-E .245 

A-667 Post, end, “I” beam, renewed, includes jacking out, R&R, and framing post fillers, each, 1-T.54 

A-668 Post, filler, for “I” beam end post, renewed, includes framing, post only, each, 1-T.AWI .074 

A-669 Post, end, outside section, R&R, each, 1-CJ.AWI .13 

A-670 Post, as above, fitted, each.AWI .063 

A-671 A-673 

A-674 NOTE: Prices for renewing side posts and braces on 1-L,S, cars, include all necessary work ex¬ 
cept, R&R, roofing, letter boards and outside slats. 

SILL OR PLATE NOT REMOVED. 

1-L 1-S 

A-675 Post, side, renewed, each.. AWI .44 .87 

A-676 Post, side and adjoining brace, renewed. AWI .625 1.47 

A-677 Post, side and two adjoining braces, renewed. AWI .815 1.92 

A-678 Brace, side, renewed, each. AWI .305 .85 

SILL OR PLATE REMOVED. 

A-679 Post, side, renewed, each . AWI .245 .605 

A-680 Brace, side, renewed, each . AWI .245 .54 

A-681 A-683 

A-684 Post, side door, renewed, includes cutting loose and renailing lining, slats and belt rails, jacking out 
and framing post, 

1 A,B,C,S, 1-D,F,G,I, 1-E,P,Q,T, 1-L,R, 

.275 .34 .425 • .39 

A-685 Post, as above, renewed after sill or plate has been removed, 

1-A,B,C,S, 1-D,F,G,I,R, 1-E,T 1-L, 1-P,Q, 

.225 .295 .425 .245 . .38 

A-686 Post, as above, renewed after sill and plate have been removed, 

1-D,F,G,I, 1-E, 1-P,Q, 

.295 .37 .38 

(LW 3-25-18) 

A-687 Post, side door, old, replaced and anchored when out of pocket, includes jacking, applying rod, 

boring through post, floor and inter, sill and gaining post, each .AWI .16 

A-688 A-689 

A-690 Post or brace, end or side, renewed after plate has been slackened, or post or brace, framed by hand 

(except groove), each, 3-A.AWI .024 

A-691 A-695 

PURLINS OR RIDGE POLE. 

A-696 Purlin or ridge pole, except when bolted, R&R, or R, each .AWI .10 

A-697 Purlin or ridge pole, as above, patched, per linear ft.AWI .0035 


372 

























A-698 Purlin or ridge pole, not removed, cut loose and renailed to end plate, each.AWI .027 

A-699 Splice, ridge pole, lap splice, cut and fit, per splice .AWI .085 

A-70O Splice, roof purlin, as above . AWI .064 

A-701 Splice, ridge pole or purlin, butt splice, cut and fit .AWI .027 

A-702 A-704 

RAILS. 

A-705 Rail, belt, solid, renewed, includes cutting loose an l renailing to posts and braces and framing by- 

hand, per linear ft.AWI .016 

A-706 Rail, sub-belt, not otherwise specified, R&R or R, includes fitting, per linear ft.AWI .0063 

A-707 Rail, sub-belt, R&R or R, when screwed to posts and braces, includes fitting, per linear ft.AWI .014 

A-708 Rail, belt, solid, or sub-rail and girth blocks, not removed, cut loose and renailed or screwed to 

post or brace .AWI .024 

A-709 A-710 

RIVETS. 

A-711 NOTE: Prices for applying rivets include fitting, bolting and reaming parts. 

A-712 Rivet, removed or applied, each.AWI .012 

A-713 Rivet, }&", or over, not otherwise specified, removed or applied, each.AWI .025 

A-714 Rivet, as above, in body bolster or channel irons not removed from car, removed or applied, 

each .AWI .04 

A-715 A-716 

A-717 Fire, coal, started in forge to heat rivets.AWI .063 

(LW 11-25-18) 

A-718 A-719 

RODS. 

A-720 Rod, when not otherwise specified, R&R, each.AWI .064 

A-721 Rod, sill and plate, or tie rod through both corner posts or side plates, class 1 cars, or crosstie 

rod through both side sills or side stakes or similar rods, R&R, each.AWI .125 

A-722 Rod, American or Farlow draft, connecting both draft gears, R&R, rod only, each.18 

A-723 Rod, body truss, not otherwise specified, R&R, rod only, per section.11 

A-724 Rod, body truss, inverted rod passing through bolsters, R&R, buckle removed, per section, or body 

truss rod secured to bolster anchor irons, half or whole rod, R&R, rod only .064 

A-725 Rod, release valve, R&R, each.AWI .014 

A-726 Rod, tie, coal sides, applied to loaded car, includes boring, drawing in sides and cutting off rod, first 

rod . AWI .15 

A-727 Rod, tie, as above, each additional, or rod applied to empty car, each .AWI .10 

A-728 A-729 

RODS CUT OFF. 

A-730 Rod, needle beam, cut off with saw and thread with hand die for application of steel repair under- 
frame, includes delivery of saw and die (not to be allowed when rod, or roofing over same, has 

been removed), per rod . AWI .115 

A-731 Rod, steel end, 1J4" rod, cut off, includes delivery of saw, each .AWI .085 

A-732 Rod, truss, 1%" or l^i" rod, cut off as above, each .AWI .064 

A-733 A-734 

ROLLERS. 

A-735 Roller, door, Dunham, R&R, each.AWI .014 

A-736 

ROOFING. 

A-737 Roofing, metal, Chicago, Winslow or Murphy, cutting to length or width at car by hand, per linear 

ft.AWI .0059 

A-738 A-739 

ROOFING, CHICAGO, WINSLOW OR WILLIAMS & PRIES. 

A-740 Roofing, tin, single length, or roof tin joint strip, either or both, R&R.AWI .063 

A-741 Roofing, tin, replaced when shifted, each.AWI .031 

A-742 Roofing, tin, straightened, each .AWI .014 

A-743 A-744 

A-745 NOTE: The prices for R&R steel roofing do not include roof saddles, but include reshaping edges 
of roofing and folds. 

ROOFING, HUTCHINS STEEL, WITH LOCK JOINT OR JOINT CAPS. 

A-746 Roofing, end sheet not otherwise specified, R&R, after joint cap has been removed, each, 

Sheet secured with nails only.AWI .185 


373 































A-747 

A-748 


A-749 


.A-751 

A-752 

iLW 

A-753 

A-755 
A-756 
A-757 
A-758 
A-759 

A-770 

A-771 

A-772 

A-773 

A-774 

A-776 

A-777 


A-778 

A-779 


(LW 

A-780 


A-781 


Sheet secured with nails and 2 bolts..AWI 

Sheet secured with nails and 3 bolts....AWI 

Roofing, end sheet and sheet around ice opening, both sheets, R&R .AWI 

Roofing, intermediate sheet, R&R, after joint caps have been removed, each, 

Sheet secured with nails only.AWI 

Sheet secured with nails and 2 bolts.AWI 

Sheet secured with nails and 3 bolts.AWI 

A-750 

ROOFING, STEEL, MURPHY RADIAL. 


Roofing, end or intermediate sheet, R&R, after joint cap and end sheet clips have been removed, 
each . 

8-30-17) 

A-754 

ROOFING, STEEL, MURPHY “XL” OR “XLA.” 

/ 

Roofing, end or inter, sheet, not otherwise specified, R&R, includes joint casting and clips, 

each .AWI 

Roofing, end or inter, sheet as above, R&R, when not secured with joint castings, includes clips, 

each .AWI 

Roofing, end sheet and sheet around ice opening, both sheets R&R, includes joint casting and 

clips ........AWI 

Roofing, end sheet and sheet around ice opening, both sheets R&R, when not secured with joint cast¬ 
ings, includes clips .AWI 

A-769 

ROOFS, APPLIED NEW. 

NOTE: Deduct from price covering application of Murphy “XLA” roof when joint cap castings at 

eaves are not applied to new roof, all classes . 

NOTE: Deduct from price covering application of Murphy “XLA” or “XLA” Flexible roof, for 

each end plate renewed at same time, when framed for roof, 1-T . 

NOTE: Deduct from price covering application of Murphy “XLA” or “XLA” Flexible roof with 

steel carlines, for each side plate renewed at same time, when framed for roof and carlines, all 

classes . . 

NOTE: Deduct from price covering application of Murphy “XLA” or “XLA” Flexible roof without 

steel carlines, for each side plate renewed at same time, when framed for roof, all classes.. 

A-775 

NOTE: Prices covering application of Murphy steel roofs include renewing all fascia, running 
board brackets, hand holds, top brake shaft bearing, ridge pole and castings, filling strips 
and shims, removing door caps and blocks, all boring, gaining, countersinking and all work 
to complete job unless otherwise specified. 

Roof, Murphy, applied new with steel carlines, includes stripping car with tin roof and board cov¬ 
ering and wood carlines and all work to complete job, except assembling lateral running board 
platforms and bolting same to car and setting and clinching nails in roof boards, per roof, 
Auto or Box Car— Under 40' 40' or over 

“XLA” . 12.01 13.43 

“XLA” Flexible . 12.53 . 

Roof, Murphy, applied new with steel earlines, includes stripping car with double board roof and 
paper and wood carlines and all work to complete job except assembling lateral running board 
platforms and bolting same to car and setting and clinching nails in roof boards, per roof, 
Auto or Box Car— Under 40' 40' or over 

“XLA” . 10.86 12.00 

“XLA” Flexible . 11.41 12.53 

11-25-18) 

Roof, Murphy, applied new to car having steel carlines, includes stripping car with tin roof and board 
covering, R&R, all ridge pole and side plate carline bolts and all work to complete job except 
assembling lateral running board platforms and bolting same to car and setting and clinching 
nails in roof boards, per roof, 1-E,T, 

“XLA” ... 

“XLA,” Flexible . 

Roof Murphy, applied new with steel carlines, includes stripping car with Hutchins steel roof and 
carlines, cutting all gains for carlines and all work to complete job, except assembling lateral 
running board platforms and bolting same to car, setting and clinching nails in roof boards 
and R&R brake shaft top bearing, per roof, 1-T, 

“XLA” . 

“XLA,” Flexible . 


.185 

.21 

.20 

.095 

.095 

.12 


.08 


.095 

.067 

.14 

.11 


.90 

.105 


.42 

.175 


9.42 

9.95 


11.13 

11.66 


374 

























A-782 NOTE: Allow in addition to above prices covering application of Murphy and stripping of Hutch¬ 
ins steel roof, when Hutchins roof is secured with 44 carline side plate bolts, 44 joint cap 
bolts, 48 fascia bolts and 48 roof sheet bolts, carlines, caps, fascia and roof sheets bolted sepa¬ 
rately, per roof . A \yj 

A-783 Roof, Murphy, applied new without steel carlines, includes stripping car with tin roof and board cov¬ 
ering R&R, ridge pole and all work to complete job except assembling lateral running board 

platforms and bolting same to car and setting and clinching nails in roof boards, per roof, 
Auto or Box Car— Under 40' 40' or over 

“XLA” . 9.42 10.57 

“XLA,” Flexible .... 9.05 . 

(LW 11-25-18) 

A-784 Roof, Murphy, applied new without steel carlines, includes stripping car with double board roof and 

paper and all work to complete job except assembling lateral running board platforms and 

bolting same to car and setting and clinching nails in roof boards, per roof, 

Auto or Box Car— Under 40' 40' or over 

“XLA” . 8.03 8.93 

“XLA,” Flexible .... 8 55 9.46 

(LW 11-25-18) 

A-785 Roof, Murphy, applied new as above, when not necessary to remove bottom course of roof boards, 
includes all work to complete job except assembling lateral running board platforms and bolt¬ 
ing same to car and setting and clinching nails in roof boards (when bottom course of roof 
boards has been renewed in part same will be naid for), per roof, 

Auto or Box Car— Under 40' 40' or over 

“XLA” . 5.91 6.43 

“XLA,” Flexible .... 6.43 6.96 

A-786 A-795 

SADDLES. 

A-796 Saddle, longitudinal running board, not otherwise specified, R&R, each .AWI 

A-797 Saddle, as above, R&R, when secured with one bolt, includes, R&R, tie casting, canvas and bolt 

caps, each ..AWI 

A-798 A-799 

SAFETY APPLIANCES. 


A-80O Safety Appliances, U. S. Standard, laid out complete for first application includes cutting all gains, 
fitting and handling steel ladders and all parts, per car, 

Class No. 1 Class No. 2 Class Nos. 3,4 

.545 .275 .38 AWI 

A-801 A-805 
(LW 11-25-18) 

SCAFFOLD. 


A-806 Scaffold, erected around car, includes delivery of material and plugging holes, per car 
A-807 


SCREWS. 


AWI 


A-808 Screw, lag, R&R, includes boring, each 

A-809 Screw, wood, R&R, each. 

A-810 Screw, wood, applied, each. 

A-811 


SHAFTS. 


AWI 

AWI 

AWI 


A-812 Shaft, brake renewed, includes wheels, chain, cotters and handling, each, 


Class 1 car....AWI 

Classes 2,3,4 cars .AWI 


A-813 Shaft, brake, class 1 car, or drop or hopper door winding shaft not otherwise specified, R&R, in¬ 
cludes handling only (not to be allowed in connection with prices covering renewing shafts), 

each .*. 

A-814 Shaft, hopper door winding, R&R, includes handling only (not to be allowed in connection with 

prices covering renewing shaft), each, 3-A,B,C ...,.. 

A-815 Shaft, brake, chipped by hand for ratchet key, each .AWI 

A-816 Shaft, drop-door winding, R&R or R, includes drifting out or hack sawing and R&R, 5 hangers 
and 2 chain bolts; also closing doors, each, 4-G,N .AWI 

A-817 

(LW 8-30-17) 


SHEATHING. 


A-818 NOTE: All sheathing prices cover either narrow or wide boards and include cutting to length and 
all fitting except that for which separate prices are shown. 


375 


.985 


.014 

.033 


.32 


.027 

.0063 

.0033 


.105 

.077 


.032 

.05 

.028 

.66 



















A-819 Sheathing, renewed, cars with one belt rail or side door sheathing, per linear ft., measured length¬ 
wise of car .AWI 

A-820 Sheathing, renewed as above, first ft. of patch between old sheathing, or first ft. adjoining corner, 

door or outside end post, or first ft. on end of side door, when necessary to rip and frame 

end board .AWI 

A-821 Sheathing, renewed, cars with 2 belt rails, per linear ft., measured lengthwise of car.AWI 

A-822 Sheathing, renewed as above, first ft. of patch between old sheathing, or first ft. adjoining cor¬ 
ner, door or outside end post, when necessary to rip and frame end board.AWI 

A-823 Sheathing, renewed, cars with more than 2 belt rails, add for each extra belt rail, per ft...AWI 
A-824 NOTE: Allow in addition to prices covering the renewal of sheathing on single or double belt 
rail car, except short sheathing, when removed in serviceable condition and replaced on same 

car, includes removal of all nails, per linear ft., measured lengthwise of car.AWI 

(LW 12-21-17) 

NOTE: The R&R of roof end sheet w ill be allowed in connection with the renewal of 
end sheathing adjoining same on class 1-T cars equipped with Hutchins steel roof. 

A-825 Sheathing, over side door or covering draft bolt pocket, produce or refrigerator cars, renewed, 


per linear ft., measured lengthwise of car.AWI 

A-826 Sheathing, short, on sill or plate, renewed, per linear ft., measured lengthwise of car.AWI 

A-827 Sheathing, long, groove or tongue, by hand, 

First board .AWI 

Each additional board . AWI 

A-828 Sheathing, gained at top end to fit over post or post and brace casting, when casting extends over 

edge of side plate, per board.AWI 

(LW 9-9-18) 


SHIMS. 


A-829 

A-830 

A-831 


A-836 

A-837 


A-838 

A-839 

A-840 


A-841 
A-842 
A-843 


A-844 

A-845 

A-846 

A-847 

A-848 


A-849 

A-850 

A-8S1 


Shim, buffer block, back of block, R&R or R, includes framing, each .AWI 

Shim, coupler, applied or removed when carrier iron is in place, includes necessary jacking, 

each .AWI 

A-835 


SHORES. 


Shore, fitted, applied and removed, each 


AWI 


SIDES, COAL. 


Side, coal car, jacked for renewal of sill, includes shoring .AWI 

Sides, coal car, including ends, jacked as above .AWI 


SILLS, END. 

Sill, end, all classes, renewed, includes fitting, each . 

Sill, end, outside, not otherwise specified, R&R, each . 

Sill, end, under sheathing, not otherwise specified, R&R, or slackened, includes setting nails and 

renailing side sheathing, lining, slats and belt rails, each . 

Sill, end, as above, produce or refrigerator cars, each ... 

Sill, end, R&R, 2-B cars with steel body bolsters, each . 

Sill, end, R&R, includes necessary brake shaft work, each, 4-D.. 

Sill, end, renewed when down, includes, R&R, 2 long or 4 short brake stirrup bolts and fitting sill, 

each, 4-D,F,G .AWI 

Sill, end, R&R, when not otherwise specified, sill only, per section, 1-0. 

Sill, end, as above, R&R, after end sill cover plate or steel end frame has been slackened or 

R&R, or renewed, includes fitting, per section . 

A-854 


SILL, SUB-END. 

A-855 Sill, sub-end, under posts and braces, not otherwise specified, renewed, includes fitting, sill only.. 

A-856 Sill, as above, Bettendorf underframe, renewed, includes fitting, sill only . 

A-857 A-858 

SILLS, LONGITUDINAL. 


A-859 Sill, filling, between center sills and full length, renewed, each .AWI 

A-860 Sill, longitudinal, frame end for sill pocket casting, per end . AWI 

A-861 A-862 


.10 


.155 

.125 

.175 

.024 


.03 


.05 

.024 

.05 

.014 

.0075 

.037 

.05 

.024 

.37 

.585 


.245 

.105 

.425 

.585 

.305 

.255 

.37 

.21 

.105 


.063 

.16 


.305 

.037 


376 
































Center or 

Side 




Inter. Sills 

Sill 

A-863 

Sill, 

longitudinal, renewed from below under old flooring, includes handling and re¬ 
nailing floor, per linear ft. 

.014 

.016 

A-864 

Sill, 

longitudinal, renewed from below, flooring renewed in part, or side sill class 1 cars 
renewed from below with entire new floors, includes handling, per linear ft., 
under new floor . 

.0074 

.0095 

A-865 

Sill, 

longitudinal, renewed from above, entire floor removed (except side sill on class 1 
cars), includes handling, per linear ft. 

.0053 

.0053 




Sills 

Sills 




Under 

Without 

A-867 

Sill, 

Sheathing 

Sheathing 

side, renewed under old flooring, when underframe or bolsters and needle beams 
have not been removed, includes shoring, jacking out sill and renailing floor, per 
linear ft. 

.053 

.027 





A-868 

Sill, 

side, renewed as above, flooring renewed in part, per linear ft. under new floor.. 

.047 

.02 

A-869 

Sill, 

side, renewed as above, entire floor removed (except class 2, 3 and 4 cars), per 
linear ft.... 

.027 

.011 

A-870 

A-871 



SILLS, CENTER. 



A-872 

Sill, 

center, renewed after end sill and trucks have been removed, cars without steel 

repair un- 


derframe. First sill includes R&R bolsters and needle beams, brake rod box planks and 
hangers, 4 draft timbers, 5 sub-sills, hopper plank supports attached to center sills, all brake 
lever key bolts, crosstie rods and blocks between sills, and each sill includes R&R necessary 
hopper planks and all bolts and rods through sills and all necessary work, 4-D, 

First sill ...AWI 11.64 

Second sill ..AWI 3.00 


(LW 10-7-18) 

A-873 Sill, center, renewed after flooring, end sill and trucks have been removed, cars without steel re¬ 
pair underframe. First sill includes raising and lowering both coal sides and ends, R&R, 
all stake “U” bolts and all stake bolts through side and end sills, R&R, winding shafts, 
brake rod box planks and hangers, hopper plank supports attached to center sills, all brake 
lever key bolts, crosstie rods and blocks between sills, and each sill includes, R&R, necessary 
hopper planks and all bolts and rods through sills and all necessary work, 4-D, 


First sill .AWI 

Second sill .*..AWI 


A-874 Sill, center, renewed after flooring, end sill and trucks have been removed, cars already equipped 
with steel repair underframe and underframe not removed. First sill includes raising and 
lowering both coal sides and ends, R&R, all stake “U” bolts and all stake bolts through 
side and end sills, R&R, winding shafts, all crosstie rods and blocks between sills, and each 
sill includes R&R all bolts and rods through sills and all necessary work, 4-D, 


First sill .AWI 

Second sill ...AWI 


11.64 

3.00 


9.60 

2.30 


A-875 Sill, center, renewed after end sill, trucks, door stops adjoining and buffer block work have been 
removed, cars without steel repair underframe, includes R&R bolsters and needle beams 
4-F,G, bolsters and channels and all body truss rods 4-L,N, and all necessary work, 


4-F, 4-G, 4-L, 4-N, 

First sill, .AWI 8.00 10.26 9.44 11.95 

Second sill .AWI 1.83 2.10 1.53 2.04 


(LW 10-7-18) 

A-876 Sill, center, renewed after flooring, end sill, trucks and door stops adjoining have been removed, 
cars without steel repair underframe, includes R&R, all crosstie rods and brake lever bolts 
(6 door angle irons and closing doors 4-G,N), and all necessary work, 


4-F, 4-G, 4-L, 4-N, 

First sill .AWI 3.61 5.21 3.77 5.18 

Second sill .AWI 2.02 2.16 2.22 2.60 


SILLS, INTER. 

(LW 10-7-18) 

A-877 Sill, inter., first renewed after end sill, trucks, door stops adjoining and buffer block work have been 
removed, cars without steel repair frames, includes R&R bolsters and needle beams 4-F,G, 

bolsters and channels and all body truss rods 4-L,N, and all necessary work, 

4-F, 4-G, 4-L, 4-N, 

7.00 9.35 9.18 11.68 

A-878 Sill, inter., renewed as above, after center or inter, sill has been removed, includes all the neces¬ 
sary work, 

4-F, 4-G, 4-L, 4-N, 

1.20 1.38 1.36 1.76 

.377 

















A-879 Sill, inter., first renewed after flooring, end sill, trucks and door stops adjoining have been 
removed, cars without steel repair underframe, includes R&R all crosstie and stake strap 
rods (6 door angle irons and closing doors 4-G,N,), and all necessary work, 

4-F, 4-G, 4-L, 

4.26 4.92 4.58 

A-880 Sill, niter., renewed as above, after center or inter, sill has been removed, includes all necessary 
work, 

4-F, 4-G, 4-L, 

1.18 1.70 1.33 

A-881 A-882 

(LW 10-7-18) 


SILLS, SIDE. 


A-883 Sills, side, renewed after end sill and sill steps have been removed, cars without steel repair 
underframe, includes R&R bolsters and needle beams, boards on sill, all bolts and rods 
through sill and all necessary work, 4-D, 


One sill .AWI 

Two sills.AWI 


A-884 Sills, side, renewed after end sill and sill steps have been removed, cars without or already equipped 
with steel repair underframe and underframe or bolsters and needle beams not removed. 
One sill includes raising and lowering one coal side, R&R, one-half of corner iron bolts at 
each of two corners, S&T, turnbuckle and R&R buckle block. Two sills include raising and 
lowering both coal sides and ends, S&T, two turnbuckles and R&R buckle blocks. Each price 
includes R&R winding shafts, crosstie rods, boards on sill and all bolts and rods through sill 
and all necessary work, 4-D, 

One sill .AWI 

Two sills ......AWI 

A-885 Sill, side, renewed after center sill has been removed, cars without or already equipped with steel 
repair underframe, or side sill renewed after car has been stripped to apply steel repair un¬ 
derframe, includes all work except R&R sill steps, each, 4-D .AWI 

A-886 Sill, side, renewed after end sill, winding shaft hangers and sill steps have been removed, includes 
raising coal sides, R&R, 6 tie and 3 or 6 stake strap rods, all bolts and screws in sill, handling 
and fitting sill and renailing floor and all necessary work, 4-F,G,L,N, 

One sill . 

Two sills . 

(LW 10-7-18) 

A-887 Sill, side, renewed after end sill, sill steps and two body bolsters and needle beams or channel irons 
have been removed, includes R&R all bolts and screws in sill, handling and fitting sill and re¬ 
nailing floor and all necessary work, 4-F,G,L,N .AWI 

A-888 Sill, side, first renewed after flooring, end sill, winding shaft hangers and sill steps have been re¬ 
moved, includes R&R 6 tie and 3 stake strap rods, all bolts and screws in sill and all neces¬ 
sary work, 4-F,G,L,N . 

(LW 10-7-18) 

A-889 Sill, side, second renewed as above, or side sill renewed after flooring and center or inter, sill has 

been renewed, 4-F,G,L,N .....AWI 

A-890 A-894 


4-N, 

4.92 


4-N, 

1.70 


5.86 

8.68 


5.86 

8.66 

2.26 

5.48 

8.72 

2.18 

2.92 

2.46 


SILLS, LONGITUDINAL, WITH STEEL UNDERFRAMES AND STEEL ENDS. 


A-895 


A-896 

A-897 

A-898 

A-899 


Sill, longitudinal, renewed when car is being equipped for first time with steel repair underframe, 
includes handling and fitting sill and renailing floor, each, 


Sill, center . 

Sill, inter., long sill 
Sill, inter., short sill 
Sill, inter., sub sill . 


Class 1 

Class 2 

Class 4 

.92 

1.19 

1.36 

.615 

.73 

1.05 



.29 



.20 


Sill, side, renewed when car is being equipped for first time with steel repair underframe and steel 
ends, includes R&R all bolts and rods in sill, short sheathing, handling and fitting sill and 

renailing floor and all work except sheathing nails, each, 1-B,C,D,E,F,G. 2.59 

Sill, center, applied to new steel repair underframe with crane, includes applying all bolts and 

grip nuts, fitting sill and all necessary work, per sill, class 1, 2, 4.AWI .53 

NOTE: When the above price has been allowed same will be deducted from prices covering ap¬ 
plying underframe. 

A-904 


SILLS, SPLICED. 


A-905 NOTE: The slackening of end sill, class No. 1, or the R&R of end sill, class Nos. 2, 3, 4, will 
be allowed to splice center or intermediate sill when same is not included in splice price or 
another operation. 


378 


















A-906 Splice, longitudinal sill, not otherwise specified, cut and fit both sections and bolt, includes split 


bolts, per splice . AWI 69 

A-907 A-908 

A-909 Splice, inter, sill, cut and fit both sections and bolt, includes split bolts, per splice, 3-A.AWI 1.55 

A-910 

A-911 Spliced section of longitudinal sill renewed under flooring, includes handling and renailing floor, 

per linear ft.024 

A-912 Spliced section as above, renewed when flooring over same has been renewed in part, or spliced sec¬ 
tion of side sill renewed with all new floor, per linear ft. under new floor.018 

A-913 NOTE: When spliced section of center sill is over IT and inter, sill over 8' and renewed from 
below, allow for each additional foot, the price for renewing sill, and when renewed from 
above, the sill price, will be allowed for entire spliced section. 


A-914 NOTE: When spliced section of side sill is over 8' allow for each additional foot, the price for 
renewing sill, except class 1 car side sill spliced section under sheathing renewed from below, 
for which the spliced section price will be allowed. 

A-915 A-916 

A-917 NOTE: The following prices cover splicing center sills on cars without steel repair underframe or 
steel ends and when center or inter, sill has not been removed, and include cutting, fitting 
and boring both sections, bolting splice and applying split bolts, boring for and applying 
splice plank and bolts, setting nails and renailing old floor over spliced section; also all work 
as specified in price. 

A-918 Sill, center, spliced, first splice on end of car, includes slackening end sill class 1, R&R, end sill 
class 2, 4, R&R, truck, body bolster and coupler; also R&R two draft timbers 1-D,U,V,X,Y, 
2-D,E, 4-B, one draft timber 1-Z, two sub sills 1-D,U,V,X, 2-D,E, 4-B, one sub sill 1-Y,Z, one 
outside brake beam 1-V,X, lever bracket and key bolts and all work to complete job. 

1-D,Y, 1-U, 1-V,Z, 1-X, 2-D, 2-E, 4-B, 

4.82 5.47 4.55 5.65 5.37 5.07 5.23 

A-919 Sill, center, spliced, second on same end of car, includes R&R one draft timber 1-Z, one sub sill 

1- Y,Z, lever bracket bolts and all work to complete job, 1-D,U,V,X, 

2- D,E, 4-B, 1-Y,Z, 

1.64 1.93 

A-920 Sill, center, spliced after flooring has been removed; first splice on end of car, includes slacken¬ 
ing end sill class 1, R&R, end sill class 2, 4, R&R, truck, coupler, one draft timber and one 
sub sill, lever bracket bolts and all work to complete job, 

1-D,U,X,Y,Z, 1-V, 2-D,E, 4-B 

3.59 2.90 3.18 3.55 

A-921 Sill, center, spliced as above, second on same end of car, includes all work specified above except 
slackening or R&R end sill, R&R truck and coupler, 

1-D,U,V,X,Z, 2-D,E, 4-B, 

2.00 2.12 

A-922 NOTE: The prices covering the splicing of box car center sills will be allowed to splice refrig¬ 
erator car center sills, in addition to which will be added .33 for each splice. 

A-923 A-924 

A-925 NOTE: The following prices cover the renewing of center sill splices on cars without steel re¬ 
pair underframe or steel ends and when center or inter, sill has not been removed and in¬ 
clude R&R splice plank and bolts, splice and split bolts, setting nails and renailing old floor 
over spliced section; also all work as specified in price. 

A-926 Sill, center, splice renewed, first splice on end of car, includes slackening end sill class 1, R&R end 
sill class 2, 4, R&R truck, body, bolster and coupler; also R&R two draft timbers 1-D,U,V,X, 
Y, 2-D,E, 4-B, one draft timber 1-Z, two sub sills 1-D,U,V,X, 2-D,E, 4-B, one sub sill 1-Y,Z, 
one outside brake beam 1-V,X, lever bracket and key bolts and all work to complete job, 
1-D,Y, 1-U, 1-V,Z, 1-X, 2-D, 2-E, 4-B, 

4.30 4.95 4.04 5.12 4.85 4.55 4.71 

A-927 Sill, center, splice renewed, second on same end of car, includes R&R one draft timber 1-Z, 
one sub sill 1-Y,Z, lever bracket bolts and all work to complete job, 

1-D,U,V,X, 2-D,E 4-B 1-Y,Z, 

1.13 1.41 

A-928 Sill, center, splice renewed after flooring has been removed, first splice on end of car, includes 
slackening end sill class 1, R&R end sill class 2, 4, R&R truck, coupler, one draft timber 
and one sub sill, lever bracket bolts and all work to complete job, 

1-D,U,X,Y,Z, 1-V, 2-D,E, 4-B, 

3.07 2.37 2.66 3.03 

A-929 Sill, center, splice renewed as above, second on same end of car, includes all work specified above 
except slackening or R&R, end sill, R&R truck and coupler, 

1 -D,X,Y,Z, 1-U,V, 2-D,E, 4-B. 

1.37 1.43 1.60 


A-930 A-934 


879 






SILLS, SUB. 

A-935 Sill, sub, under center sill, renewed, includes cutting and fitting only, each .AWI .063 

A-936 

SLATS. 

A-937 Slat, side or end, cut loose and renailed (except when bolted), per post or brace, includes cut¬ 
ting to length and fitting, each...AWI .011 

A-938 Slat, as above, renailed when loose, or slat cut loose and renailed when bolted and nailed to same 

post or brace, per post or brace, includes cutting to length and fitting, each .AWI .0042 

A-939 A-940 

SLOTS. 

A-941 Slot, cut for tenon, each.AWI .037 

A-942 Slot, as above, blocked, each.AWI .014 

A-943 Slot, stock bar, cut in door post, each.AWI .10 

A-944 

SPRINGS. 

A-945 Spring, Gould buffer, R&R, buffer plate removed, includes 2 springs, casing, key and bolt, each.AWI .037 
A-946 

STAKES. 

A-947 Stake, coal car, beveled stake, fitted, each.AWI .024 

A-948 Stake, coke rack, fitted, each .AWI .014 

A 949 Stake, flat car, removed or applied, each.AWI .008 

A-950 Stake, flat car, removed and renewed or applied new, includes fitting, each.AWI .024 

A-951 Stake, side, beveled stake, fitted, includes cutting necessary gains, each, 3-B,C .AWI .059 

A-952 A-953 

STAPLES. 

A-954 Staple, R&R, each .AWI .0063 

A-955 

STEPS. 

A-956 Step, brake, oak, fitted when framed in mill, each.AWI .021 

A-957 

STOPS. 

A-958 Stop, side door, oak with Camel fastener, applied, includes removing old style stop, boring a 

countersinking for all bolts and framing, each .AWI .385 

A-959 

STRAIGHTENING. 

A-960 Straightening brake shaft, each.AWI .053 

A-961 Straightening hand hold, lever guide or sill step..AWI .014 

A-962 Straightening uncoupling lever, each.AWI .032 

A-963 A-964 

STRINGERS, FLOOR. 

A-965 NOTE: Intermediate floor stringers cover all stringers except over center and side sills. 

A-966 Stringer, floor, bolted center or intermediate stringer, except center stringer on Bettendorf under¬ 
frame, or when otherwise specified, fitted when framed in mill, per linear ft.AWI .008 

A-967 Stringer, floor, intermediate stringer to which convertible doors are attached, fitted as above, per 

linear ft., 3-B,C .AWI .02 

A-968 Stringer, floor, side stringer, fitted as above, per linear ft.AWI .01 

A-969 

A-970 Stringer, floor, 3"x4" or over, cut off for butt splice, when not removed, per joint .AWI .024 

A-971 Stringer, floor, less than 3"x4", cut off as above, per joint .AWI .016 

A-972 Stringer, floor, side stringer bolted to angle iron side sill, cut off as above when neither angle 

iron or stringer has been removed, per joint .AWI .11 

A-973 Splice, floor stringer, lap splice, cut and fit, per section .AWI .053 

A-974 

(LW 6-24-18) 

A-975 Stringer, hopper plank, bottom nailing stringer, R&R or R, includes handling and fitting only, per 

linear ft., 3-B,C ...01 

A-976 A-979 
(LW 8-30-17) 


380 



























A-980 Strip, end lining, covering sub end sill blocks, renewed when not otherwise specified, includes fram¬ 


ing, each, 1-T .AWI 

A-981 Strip, end lining, as above, renewed, includes framing when necessary to countersink for and 

sheathing strap bolts, each, 1-T.AWI 

A-982 Strip, filling, not otherwise specified, renewed, includes fitting, per linear ft.AWI 

A-983 Strip, filling, door track, renewed, includes fitting, per linear ft.AWI 

A-984 Strip, filling, under grain strip, R&R or R, or applied only, includes cutting, fitting and boring, 

each .AWI 

A-985 Strip, grain, not otherwise specified, R&R or R, includes cutting, fitting and boring, each..AWI 

A-986 Strip, grain, 3 }£" or 4"x4" (BPV-23953-C), R&R or R, as above, each.AWI 

A-987 Strip, plastic roof paper, R&R, each.AWI 

A-988 A-989 

TABLE, WATER. 

A-990 Table, water, not otherwise specified, renewed, includes fitting, each .AWI 

A-991 Table, water, on side door, renewed as above, each .AWI 

A-992 

(LW 6-24-18) 

A-993 A-994 


TENONS. 


A-995 Tenon, double, cut on sill, each.AWI 

A-996 Tenon, single, cut each .AWI 


THREADS RECUT. 

A-997 Thread, recut with hand die on any size bolt or rod secured in place on car, when removal of bolt 
or rod would result in destruction of material, and when ordered recut by foreman or in¬ 
spector on needle beam bolts, sill and plate rods, stud bolts, etc., includes delivery of die, 
one to ten bolts and rods only, per bolt or rod .AWI 

A-998 Thread, recut as above when more than ten bolts and rods are rethreaded, per bolt or rod..AWI 

TIMBERS. 

A-999 Timber, draft, or sub sill, cut off when not renewed, each .AWI 

TIMBERS, DRAFT. 

A-1000 NOTE: The R&R of truck will be allowed to R&R draft timbers. 

(LW 11-25-18) 

A-1001 Timber, draft (oak), tightened complete when all bolts are loose and necessary to jack same 


to place, each .AWI 

A-1002 Timber, draft, or Gould draft extension block, fitted, each .AWI 

A-1003 Timber, sub-draft, fitted, each ...AWI 

A-1004 Arm, draft, steel, R&R, includes jacking, each. 

(LW 12-21-17) 

A-1005 A-1006 


A-1007 

A-1008 

A-1009 
A-1010 


A-1012 

A-1013 

A-1014 

A-1015 

A-1018 

A-1017 


A-1020 
A-1021 

A-1022 


First 

Timber, draft, Miner, R&R, includes all necessary work except R&R truck, slot bar and 

handling coupler pocket ...83 

Timber, draft, Miner, extending through bolster, R&R, includes R&R bottom bolster bar 

and all necessary work except R&R truck, slot bar and handling coupler pocket. 1.47 

Timber, draft, Miner, renewed when down, each.AWI 

A-1011 

TIN. 

Tin, capping, on top of sheathing, applied, per linear ft..AWI 

Tin, as above, R&R, per linear ft.AWI 

Punching steel carline bolt holes in tin capping, as above, per linear ft.AWI 

Tin, flashing, door track, R&R, or applied, includes punching, per linear ft.AWI 


Tin, flashing, channel door track, tightened to track with grooved tool, per linear ft.AWI 


Track, door, Dunham, R&R, each 


AWI 


UNDERFRAME. 

Underframe, steel repair, R&R or R, after trucks cylinder and reservoir and all frame bolt nuts 
and body truss rods have been removed, includes jacking car Body from frame, handling and 
replacing frame, when bolts through sills are not removed, per car.AWI 


.064 

.12 

.0035 

.0063 

.0085 

.014 

.027 

.0063 


.063 

.024 


.088 

.05 


.032 

.019 


.024 


.10 

.10 

.063 

.05 

Second 

Same 

End 

.36 

.50 

.245 


.0053 

.0074 

.0021 

.0063 

.0021 


.063 


2.00 




























A-1023 


A-1024 


(LW 6 


A-1025 


A-1028 


A-1027 


A-1035 

A-1036 

A-1037 

A-1038 


A-1050 


A-1051 


A-1052 
A-1053 
A-1054 
A-1055 


A-1056 

A-1057 


A-1061 
A-1062 


A-1063 
A-1064 


Underframe, steel repair, R&R or R, as above, when all bolts through sills are removed, per 

car ...AWI 1.10 

Underframe, steel repair, applied, includes removing and stripping all car parts for first appli¬ 
cation, reframing all sills by hand, applying all shims, renewing two buffer blocks, 2 Miner 
slot bar couplers and springs and jacking, R&R, all body truss rods and center pins, re¬ 
moving center sill filling blocks and all truss rod saddles on sills; also the following: 

Class 1-E, Remove 4 and apply 6 body truss rods. 

Class 1-G, Remove all needle beam extension post bolts in “1 ,; beams and 2 pipe clamp 
“U” bolts. 

Class 4-D, Remove 4 needle beam pipe hanger lags and 8 draft support bolts, R&R, wind¬ 
ing shafts and hopper doors and closing same, gaining and fitting all hopper and brake rod 
box planks and framing 8 hopper planks adjoining frame. 

■24-18) 

Class 4-G,N, R&R, all winding shaft hangers and drop door guards, closing doors, han¬ 
dling all longitudinal sills; also R&R 2 pipe clamp “U” bolts 4-N, and all work to complete 
job, except R&R, flooring, roofing, brake rod key bolts, pipe work, channel tie casting and 


bolster 

rivets and 

l corner angle braces, per car, 


1-B, 

1-C,F, 

1-D, 1-E, 1-G, 4-D, 

4-G, 4-N, 

13.96 

13.44 

13.70 13.55 15.12 21.83 

13.98 15.15 

NOTE: Deduct from above price covering applying steel repair 

underframes. 

1-B, 

1-C,F, 

1-D, 


.47 

.595 

.605 for each center sill, 


.088 

.099 

.032 for each inter, sill and 


.13 

.05 

.145 for each side sill renewed, when sill has been framed for underframe. 

1-E,G, 

4-D, 

4-G,N, 


.50 

.55 

.41 for each center sill, 


.13 

.033 

.099 for each inter, sill and 

\ 

.087 

.05 

.13 for each side sill renewed, when sill 

has been framed for under- 

frame. 





NOTE: When hopper planks are framed by hand, allow schedule price for framing and deduct 
.605 from price covering applying steel repair underframe, 4-D. 

A-1034 


WHEELS. 

Wheel, brake ratchet, or ratchet wheel key, either or both, R&R .AWI 

Wheel, brake, R&R, each.AWI 

Wheels, mounted, when loaded on car, re-blocked when shifted, includes replacing wheels, per 

pair .;.AWI 

A-1049 


STRIPPING FREIGHT CARS. 

NOTE: Unless otherwise specified, prices covering stripping cars include removal of material in 
serviceable condition and placing inside of car all parts designated by Foreman, and the total 
cost of stripping will be deducted from cost of repairs. 

BLOCKS. 


Block, header, over side door opening, removed (bolts not included), each .AWI 

BOARDS. 

Board, filling, between coal side and sill, removed, each .AWI 

Boards, or cleats (temporary repairs) removed, each .AWI 

Boards, roof, removed, per linear ft. of course.AWI 

Boards, running, 34' or 36' car, removed complete, includes removing saddles, binder, extension 

blocks and bracket bolts, per car.AWI 

Boards, running, 40' car, removed complete as above, per car .AWI 

A-1060 


BOLTS. 

Bolt, under 3", less than in diameter, removed, each .AWI 

Bolt, under 3", or over in diameter, or bolt 3" to but not including 10" less than 1^$" in 

diameter, removed, each .AWI 

Bolt, 10" or over, less than 1 y%" in diameter, removed, each .AWI 

A-1065 


.014 

.024 

.016 


:0038 


.0055 

.0038 

.0045 


.059 

.067 


.0028 

.0076 

.019 


382 















BRACES. 

A-1066 Brace, end or side, box or furniture car, removed, brace only, each .AWI .022 

A-1067 Brace, support, applied to stripped cars at door posts, to temporarily brace body frame, in¬ 
cludes fitting and nailing, each. AWI .0053 

A-1068 

BUCKLES. 

A-1069 Buckles, turn, body truss rod, removed, each.AWI .016 

A-1070 A-1071 

CARLINES. 

A-1072 Carline, roof, wood, removed after purlins, ridge pole and bolts have been removed, each.AWI .0053 

A-1073 Carline, upper deck, stock car, removed, floor removed, each .AWI .0055 

A-1074 

CHAINS. 

A-1075 Chain, brake, removed includes bolt, each. AWI .013 

CLEATS. 

A-1076 Cleat, temporary, applied to end plate to secure same in place after car has been stripped, includes 

fitting, each . AWI .008 

COTTERS. 

A-1077 Cotter, spring, less than in diameter, removed (not to be paid in connection with bolt price), 

each . AWI .003 

A-1078 Cotter, spring, y%" or over in diameter, removed as above, each .AWI .0059 

A-1079 A-1083 

DOORS. 

A-1084 Door, drop, coal car, removed, includes releasing lock bar, removing one chain bolt and two hinge 

key bolts, each . AWI .03 

A-1085 Door, end, auto., carriage or furniture car, removed, includes handling only, each.....AWI 072 

A-1086 Door, side, except D. D. stock car door, removed as above, each .AWI .03 

A-1087 A-1090 

FASCIA. 

A-1091 Fascia, end or side, nailed, not otherwise specified, removed per linear ft.AWI .0038 

A-1092 Fascia, end, deep fascia, removed complete, (bolts not included) per end of car.AWI .0076 

FLASHING. 

A-1093 Flashing, side plate or door track, removed, per linear ft. ..AWI .0013 

FLOORING. 

A-1094 Flooring, not otherwise specified, removed, per linear ft., measured lengthwise of car.AWI .016 

A-1095 NOTE: Allow in addition to the .016 price covering removing flooring, for first ft. of patch re¬ 
moved, or for first ft. adjoining end sill. AWI ,Q1 

A-1096 Flooring, under coal sides, removed when coal sides or bottom planks have not been removed, per 

linear ft., measured lengthwise of car. AWI .022 

(LW 12-21-17) 

A-1097 Flooring, lower deck, double deck stock car, removed when upper deck has not been removed, per 

linear ft., measured lengthwise of car..'. AWI .05 

A-1098 NOTE: When coal sides or bottom side planks or upper deck have been removed, flooring to be 
priced as ordinary flooring ... 

A-1099 Flooring, short, under coal side, removed, per linear ft., measured lengthwise of car.AWI .0066 

A-1100 Flooring, as above, coal side or bottom plank removed, or short flooring on center sills, removed, 

per linear ft., measured lengthwise of car. AWI .0046 

A-1101 Flooring, upper deck, stock car, laid lengthwise of car, removed, per square ft.AWI .0024 

A-1102 A-1104 

LINING. 

A-1105 Lining, end or side, not otherwise specified, removed, per square ft.AWI .0013 

A-1106 Lining, end, iy" in thickness, removed, per square ft. AWI .0016 

A-1107 Lining, end or side, in thickness, removed in serviceable condition, includes setting all nails, per 

square ft . AWI .0028 

A-1108 A-llll 


383 




























NUTS. 


A-1112 Nuts, one or two on same bolt when bolt is 3" or over in length and less than l^i" in diameter, 

removed . AWI 

(LW 2-4-18) 

A-1113 Nut, body truss rod, removed, each . AWI 

A-1114 A-1116 

PAPER. 

A-1117 Paper, roof, removed complete, per roof. AWI 

PLATFORMS. 

A-1118 Platform,. lateral running board, with oak stringers and boards screwed to same and brackets bolt¬ 
ed, demolished complete when removed from car, includes all work except removing hand hold 
bolts, per platform . AWI 

- POSTS. 

A-1119 Post, corner, door, end or side, removed, sill or plate not removed, each.AWI 

A-1120 Post, cripple, removed, per section.AWI 

PURLIN OR RIDGE POLE. 

A-1121 Purlin, or ridge pole, except when bolted, removed, each .AWI 

A-1122 A-1124 

RAILS. 

A-1125 Rail, belt, removed, all posts and braces not removed, per linear ft.AWI 

RODS. 

A-1126 Rod, not otherwise specified, removed, each.AWI 

ROOFS. 

A-1127 A-1128 

A-1129 Roof, Haskell & Barker, Williamson & Pries or similar roof, removed complete, includes run¬ 

ning board, saddles, binder, extension bracket blocks and bolts, roof boards, roof sheets and 
strips, roof hand holds, ridge pole, sub ridge pole, top and bottom purlins except when bolted 
and all work except fascia or fascia lags or bolts, ridge pole castings, carlines or end plate 

tie rod nuts, per roof.AWI 

A-1130 Roof, Winslow or similar roof, removed complete as above, box car, per roof.AWI 

A-1131 Roof, Winslow, or similar roof, removed complete as above, furniture car, per roof.AWI 

A-1132 A-1135 

SCREWS. 

A-1136 Screw, lag, removed, each.AWI 

A-1137 Screw, wood, removed, each.AWI 

A-1138 

SHAFTS. 

A-1139 Shaft, brake, removed, shaft only, each.AWI 

A-1140 

SHEATHING. 

A-1141 Sheathing, long, not otherwise specified, removed with sledge or bar, per linear ft., measured 

lengthwise of car .*..AWI 

A-1142 Sheathing, long, single belt rail car, removed in serviceable condition with nail cutter, includes 

cutting and cleaning off nails in plate, sill and belt rail, per linear ft., measured lengthwise 

of car .AWI 

A-1143 Sheathing, long, double belt rail car, removed as above, per linear ft., measured lengthwise of 

car .AWI 

A-1144 Sheathing, short, on sill or plate, removed, per linear ft., measured lengthwise of car.AWI 

A-1145 

SILLS. 

A-1146 Sill, center, removed when floor has not been removed, sill only, each.AWI 

A-1147 Sill, end, removed, sill only, each. AWI 

A-1148 


.007 

.015 

.046 


.037 


.042 

.0034 


.006 


.0038 


.03 


.725 

.84 

.93 


.0038 

.0016 


.015 


.014 


.021 

.027 

.0057 


.125 

.021 























STRIPS. 

A-1149 Strip, grain, removed, each. AWI 0034 

A-1150 

TIN. 

A-1151 Tin, roof, single length, removed after roof boards have been removed, includes joint strips, 

each ..AWI .0013 

A-1152 A-1160 • 

TRUCKS. 

BANDS. 

A-1161 Band, arch, bar, Buchanan, R&R, band only, each .064 

A-1162 

BARS. 

A-1163 Bar, arch, bottom, R&R, spring plarlk not removed, each .063 

A-1164 

BEAMS. 

A-1165 Beam, brake, inside or outside beam with or without hook hangers, except when otherwise speci¬ 
fied, R&R or R, includes R&R two safety chain bolts, two brake shoes, three key bolts and 

unhooking and handling beam, each.AWI .235 

A-1166 Beam, brake, inside beam with or without hook hangers, R&R or R, when car has not been 

jacked, includes all work as specified above, each .AWI .285 

A-1167 

BEARINGS. 

A-1168 Bearing, journal, or bearing key, either or both R&R, when necessary to jack truck, includes 
use of jack under body of loaded car, 

Empty car .AWI .063 

Loaded car .AWI .13 

A-1169 Bearing, side Miner gravity, R&R, top and renew parts, each .AWI .032 

A-1170 A-1171 

BOLSTERS. 

A-1172 Bolster, truck, solid or composite, removed or applied, includes handling only, each.02 

A-1173 Bolster, truck, steel, removed or applied as above, each .08 

A-1174 A-1175 

BOX, JOURNAL. 

A-1176 Box, journal, not otherwise specified, R&R, when necessary to jack truck, includes bearing and 

key and all work except R&R box bolts, each .063 

A-1177 Box, journal, 1st box on either axle R&R when necessary to jack truck, includes R&R bearing, key 
and bolts, handling box and all necessary work, 

Fox truck . AWI .35 

Vulcan truck .AWI .21 

A-1178 Box, journal, R&R, after bottom arch bar, truck frame or truck side has been removed, includes 

bearing and key and handling box (not to be allowed in connection with price for renewing 

wheels), each.03 

A-1179 Box, journal, repacked, includes delivering dope and stencilling trucks, first box.AWI .037 

A-1180 Box, journal, as above, each additional on same car .AWI .025 

A-1181 A-1183 
(LW 12-21-17) 

FRAMES, TRUCK. 

A-1184 Frame, Fox truck, not otherwise specified, renewed, includes brake beams, riveting all bolts and 

all necessary work, each, v 

When not necessary to R&R side bearing bolts .,.AWI 1.48 

When necessary to R&R side bearing bolts.AWI 1.59 


A-1186 Frame, Player truck, or riveted channel frame, R&R. includes handling only, per frame.053 

A-1187 A-1189 

GREASING. 

A-1190 Greasing center plate and side bearings, per truck .AWI .024 

A-1191 

385 


Piece Work 13 
























GUARDS. 

A-1192 Guard, dust, journal box, wooden or steel, R&R or R, includes plug over steel guard, each.. 
A-1193 

HANGERS. 

A-1194 Hanger, brake beam, hook hanger, unhooked and hooked only, beam not removed, «or continu¬ 
ous spring plank hanger R&R after bolster and pin have been removed, each. 

A-1195 Hanger, spring plank, continuous, R&R after pin has been removed, bolster not removed, each.. 
A-1196 

JOURNALS. 


A-1197 Journal, filed and polished when cut, each.AWI .185 

A-1198 Journal, polishing, includes removing paint, each .AWI .088 

A-1199 Journals cleaned for application, per axle, 

When greased .AWI .011 

When painted .AWI .063 

A-1200 

KEYS. 

A-1201 Key, brake shoe, bend bottom end to prevent loss when car is being dumped, each.AWI .013 

A-1202 

LOCKS. 

A-1203 Lock, brake hanger pin, Bettendorf or Vulcan truck, R&R or applied only, each.AWI .011 

A-1204 

PINS. 

A-1205 Pin, brake beam hanger, Bettendorf or Vulcan truck, R&R, includes lock, each.AWI .027 

A-1206 Pin, spring plank hanger, short top pin, R&R, each .AWI .037 

A-1207 Pin, spring plank hanger, top pin over swing bolster, R&R, each . v .AWI .11 

A-1208 Pin, as above, R&R, when necessary to compress springs, each .AWI .16 

A-1209 A-1210 


PLANKS. 


A-1211 Plank, spring, channel iron, R&R, bolster not removed, includes jacking, plank only.10 

A-1212 Plank, spring, channel iron, R&R, bolster removed, plank only .05 

A-1213 

RODS. 

A-1214 Rod, brake beam or truck bolster truss, R&R, each .AWI .077 

A-1215 Rod, truck bolster truss, through both ends of solid bolster, R&R (not allowed when rod has turn- 

buckle or when bolster is gained), each.AWI .175 

A-1216 

(LW 8-30-17) 

SHIMS. 


A-1217 Shim, arch bar, between bottom bar and journal box R&R or applied only when necessary to 

jack truck, includes all work except R&R box bolts, each .063 

A-1218 

SHOES. 

A-1219 Shoe, brake, or shoe key, either or both, R&R.AWI .024 

A-1220 A-1230 

SPRINGS. 

A-1231 Spring, coil, or spring cap, Fox truck, either or both R&R when necessary to jack truck.063 

Bolster 

Not Bolster 

Removed Removed 
AWI .063 .0063 

AWI .014 

AWI .011 

. .021 


A-1232 Spring, coil, R&R, per set. 

A-1233 Spring, coil, replaced when shifted, per set. 

A-1234 Spring, elliptic, not otherwise specified, R&R, each .. 

A-1235 Spring, elliptic, w r ith removable end castings and not bolted, R&R, each 
A-1236 A-1238 


386 
























TRUCKS ASSEMBLED. 

A"1239 Tiuck, Bettendorf, new assembled complete, includes brake beams, each.AWI .44 

A-1240 Truck, Vulcan, new, assembled complete, includes brake beams and all work except side bear¬ 
ings and rivets, each . AWI 585 

A-1241 A-1245 

A-1246 Trucks, rebuilt, not otherwise specified, 50 per cent of the R&R price will be allowed for ma¬ 
terial applied. 

A-1247 


TRUCKS DEMOLISHED. 


Material 

Scrapped 

A-1248 Truck, demolished, except trucks with cast steel sides, each .AWI .625 

A-1249 Truck, Andrews, demolished, except removing spring plank bolts or rivets, 

each . AWI 

A-1250 A-1252 

l 

TRUCKS JACKED. 

With 

Crane 

A-1253 Truck, any class, jack on horses to apply spring plank rivets, bolster not re¬ 
moved, per truck .AWI .053 

A-1254 A-1257 

(LW 8-16-18) 


Material 

Reclaimed 

.745 

.33 


Without 

Crane 

.16 


TRUCK TURNED. 

\ 

A-1258 Truck, turned with jack, per truck.AWI .165 

A-1259 


A-1260 

A-1261 

A-1262 

A-1264 


A-1265 
A-1266 
A-1267 


A-1268 


A-1269 
A-1273 
A-1274 
A-1275 

A-1276 


TRUCKS, WRECKING. 

Truck, wrecking, remove from under car and apply original truck, when necessary to deliver orig¬ 
inal truck from supply track to car and wrecking truck to supply track, includes all turn¬ 
ing, jacking and blocking of both trucks, per end of car.AWI 

Truck, wrecking, remove from under car and apply original truck, when necessary to deliver 
original truck from any point except supply track, to car and wrecking truck to supply 

track, as above .AWI 

A-1263 


WHEELS. 

Wheels, Andrews, arch bar or Fox truck (except Andrews truck with 2 box bolts in each side), 
renewed after truck has been removed, per pair, 

80 M. or under. AWI 

Over 80 M.AWI 

Wheels, Bettendorf truck, 1 or 2 pair in same truck renewed, includes R&R both truck sides..AWI 

« 

• / 

Wheels, Vulcan truck, renewed, per pair 

80 M. or under. AWI 

Over 80 M.AWI 

NOTE: Deduct from price of renewing each pair of wheels, .19 for each Andrews truck side, 
.105 for each Vulcan truck side, .063 for each bottom arch bar and .38 for Fox truck frame 


R&R or R at same time. 

A-1272 

Wheels, not otherwise specified, delivered to car or storage, per pair.AWI 

Wheels, delivered to and from car, when car is placed on special track, per pair.. v .AWI 

Wheels, delivered to and from car at wheel pit, when stored on either of the first six tracks 

located west of Wheel Shop (Elkhart only), per pair .AWI 

A-1280 


.635 

.335 


,44 

.475 

1.02 


.265 

.32 


.13 

.13 

.059 


ANDREWS TRUCK WITH FOUR BOX BOLTS IN EACH SIDE AND SPRING PLANK RIVETED. 

BOLSTERS. 

A-1281 Bolster, truck, R&R or R, includes R&R springs, spring plank and 16 rivets, 2 lever guide and 

4 safety chain bolts, each.AWI 1.58 

(LW 2-4-18) 


387 


















Two 
Same 
One Truck 

A-1282 Plank, spring angle iron, R&R, bolster not removed, including R&R 8 rivets in each angle 

and springs . AWI .725 1.33 

A-1283 Plank, spring, channel iron, R&R, bolster not removed, includes R&R 16 rivets and springs, 

each .AWI 1.33 


SIDES, TRUCK. 

Two 
Same 
One Truck 

A-1284 Side, truck, R&R, includes R&R or R all bolts in truck side, brake beams, spring plank 

and 16 rivets . 1-94 2.24 

« 

ANDREWS TRUCK WITH FOUR BOX BOLTS IN EACH SIDE WITH RIVETED SPRING PLANK AND 
RIVETS REPLACED WITH BOLTS, OR BOLTED SPRING PLANK AND 
BOLTS REPLACED WITH RIVETS. 

A-1285 Bolster, truck, R&R or R, includes R&R springs, spring plank and removing 16 rivets and ap¬ 
plying 16 bolts, or removing 16 bolts and applying 16 rivets, R&R 2 lever guide and 4 safety 
chain bolts, each .AWI 1.41 


PLANK, SPRING. 

Two 
Same 
One Truck 

A-1286 Plank, spring, angle iron, R&R, bolster not removed, includes removing 8 rivets and ap¬ 
plying 8 bolts, or removing 8 bolts and applying 8 rivets in each angle and R&R 


springs . AWI .645 1.17 

(LW 6-24-18) 

A-1287 Plank, spring, channel iron, R&R, bolster not removed, includes removing 16 rivets and applying 

16 bolts, or removing 16 bolts and applying 16 rivets and R&R springs, each.AWI 1.17 


SIDES, TRUCK. 

Two 
Same 
One Truck 

A-1288 Side, truck, R&R, includes R&R or R, all bolts in truck side, brake beams, spring plank, 
and removing 16 rivets and applying 16 bolts, or removing 16 bolts and applying 16 
rivets . AWI 1.58 1.88 

A-1289 


ANDREWS TRUCK WITH FOUR BOX BOLTS IN EACH SIDE AND SPRING PLANK BOLTED. 

BOLSTER. 

A-1290 Bolster, truck, R&R or R, includes R&R springs, spring plank and 16 bolts, 2 lever guide and 

4 safety chain bolts, each .AWI 1.23 


PLANK, SPRING. 

Two 
Same 
One Truck 

A-1291 Plank, spring, angle iron, R&R, bolster not removed, includes R&R 8 bolts in each 

angle, and springs . AWI .55 .99 

A-1292 Plank, spring, channel iron, R&R, bolster not removed, includes R&R 16 bolts, and springs, 

each .AWI .99 


388 












SIDES, TRUCK. 


A-1293 Side, truck, R&R, includes R&R all bolts in truck side, brake beams, spring plank and 

16 bolts .. AWI 1.40 

(LW 6-24-18) 


Two 
Same 
One Truck 


1.70 


ANDREWS TRUCK WITH FOUR BOX BOLTS IN EACH SIDE AND SPRING PLANK SECURED WITH 

STRAPS RIVETED TO SAME. 

A-1294 Bolster, truck, R&R or R, includes R&R springs, spring plank and two key bolts, each....AWI .54 

PLANKS. 

A-1295 Plank, spring, channel iron, R&R bolster not removed, includes R&R springs and two key bolts, 

each .AWI .285 

SIDES, TRUCK. Two 

Same 
One Truck 

A-1296 Side, truck, R&R, includes R&R or R, all bolts in truck side, brake beams, spring plank and lever 

guide key bolt . AWI .835 1.12 

A-1297 Truek, Andrews, with bolted or riveted spring plank, demolished and Vulcan truck with spring 
• plank secured with straps riveted to same, assembled, includes renewing brake beams and 
journal boxes, per truck.AWI 1.31 

A-1298 Truck, Andrews, as above, demolished and Vulcan truck with bolted spring plank, assembled, 

includes renewing brake beams and journal boxes, per truck .AWI 1.86 

A-1299 Truck, Andrews, as above, demolished and Vulcan truck with riveted spring plank, assembled, 

includes renewing brake beams and journal boxes, per truck .AWI 2.04 

(LW 6-24-18) 

BETTENDORF TRUCKS. 

BOLSTERS. 

A-1300 Bolster, truck, R&R or R, includes R&R one truck side, springs, spring plank, 4 safety chain, 

2 lever guide and 2 key bolts, each.AWI .955 

PLANKS. 


SIDES, TRUCK. 

A-1302 Side, truck, renewed, includes brake hanger bolts, lever guide key bolt, journal bearings, 


.AWI 

.26 


Two 


Same 

One 

Truck 

.88 

1.29 


A-1303 A-1304 
(LW 4-5-18). 

VULCAN TRUCK WITH SPRING PLANK SECURED WITH 16 BOLTS OR RIVETS. 

BOLSTERS. 

A-1305 Bolster, truck, R&R or R, includes R&R springs, spring plank and bolts or rivets and two key bolts, 

each ... AWI .92 

PLANKS. 

A-1306 Plank, spring, channel iron, R&R, bolster not removed, includes springs and spring plank bolts or 

rivets and two key bolts, each. AWI .68 

SIDES, TRUCK, Two 

Same 
One Truck 

A-1307 Side, truck, R&R, includes R&R or R, all bolts in truck side, brake beams, spring plank and 

bolts or rivets and lever guide key bolt.AWI 1.19 1.49 

A-1308 A-1309 

i 3S9 














VULVAN TRUCK WITH SPRING PLANK SESURED WITH STRAPS RIVETED TO SAME. 

BOLSTERS. 

A-1310 Bolster, truck, R&R or R, includes R&R springs, spring plank and two key bolts, each.AWI .54 

PLANKS. 

A-1311 Plank, spring, channel iron, R&R, bolster not removed, includes springs and 2 key bolts, each, AWI .285 

SIDES, TRUCK. Two 

Same 
One Truck 

A-1312 Side, truck, R&R, includes R&R or R, all bolts in truck side, brake beams, spring * plank 

and lever guide key bolt . AWI .645 .805 

A-1313 A-1320 

FRAMING SCHEDULE. 

A-1321 NOTE: THE FOLLOWING MISCELLANEOUS PRICES COVER HAND FRAMING 


WHERE PRICE IS NOT SHOWN FOR FRAMING THE ARTICLE. 

A-1322 Adjusting sample to piece to be laid out, allow for each side to be marked.AWI .0035 

A-1323 Laying out, dap, gain, groove, mortise, rebate or saw out, each .AWI .0037 

A-1324 Dap or rabbet, cut, per sq. inch of surface. AWI .0014 

A-1325 Gain, cut, allow cross-cutting for every 6" in width of gain and add for chisel cutting bottom of 

gain, per sq. inch . AWI .00043 

A-1326 Mortise or groove, cut, per cubic inch. AWI .0037 

A-1327 Ripping, 1" thick or less, allow for each 5' or less,. AWI .014 

A-1328 Ripping, over 1" to and including 2" thick, per linear ft .AWI .0063 

A-1329 Ripping, over 2" to and including 3" thick, per linear ft .AWI .019 

A-1330 Ripping, over 3" thick, add to above price for each 1" or fractional part, per linear ft.AWI .0063 

A-1331 Sawing, cross-cut, per sq. inch . AWI .00063 

A-1332 Sizing with adze, any depth, per sq. inch. AWI .00013 

A-1333 A-1336 

NOTE: PRICES COVERING FRAMING INCLUDE LAYING OUT. 

BEAMS. By Hand. By Air 

A-1337 Beam, brake, plain, framed, each. AWI .11 .088 

A-1338 Beam, brake, when bored for truss rods, framed, each . AWI .175 .155 

A-1339 

A-1340 Beam, needle, 4" to and including 9" in depth, framed, each .AWI .195 .14 

A-1341 Beam, needle, over 9" in depth, framed, each. AWI .24 .175 

A-1342 A-1344 

BLOCKS. 

A-1345 Block, brake cylinder, framed, each. AWI .13 

A-1346 Block, brake hanger, with double tenons, framed, each . AWI .205 

A-1347 

A-1348 Block, brake reservoir, framed, each. AWI .037 

A-1349 

A-1350 Block, buffer, not otherwise specified, framed, each . AWI .195 .14 

A-1351 Block, buffer, with gain for straight striking plate, framed, includes gain for plate, ea.. AWI .34 .195 

A-1352 Block, buffer, with gain for angle striking plate, framed, includes gain for angle iron, 

each . AWI .42 .24 

A-1353 A-1358 

A-1359 Block, crosstie, between center and side sills, framed, each .AWI .245 

A-1360 

A-1361 Block, door cap, framed, each. AWI .023 

A-1362 A-1364 

A-1365 Block, deep end fascia, framed, each. AWI .035 

A-1366 Block, draft timber filling, solid block extending to bolster, framed, each.AWI .275 .14 

A-1367 Block draft timber tie, small miner or similar filling block, framed, each.AWI .11 

A-1368 A-1371 

A-1372 Block, sub-end sill, between end posts, N. Y. C., A. C. & F. or Kendig underframe, framed 

complete except rabbet, each. AWI .053 

A-1373 Block, as above, Bettendorf underframe, framed, each . AWI .064 

A-1374 Block, as above, between post and brace, N. Y. C., A. C. F. Co. or Kendig underframe, 

framed complete except rabbet and boring for lever casting, each.AWI .085 


390 
































By Hand. 

A-1375 Block, as above, Bettendorf underframe, framed, each . AWI .105 

A-1376 A-1378 

A-1379 Block, truss rod saddle, framed, each. AWI .013 

A-1380 A-1381 

BOARDS. 

A-1382 Board, brake step, not otherwise specified, framed, each .AWI .063 

A-1383 Board, brake step, framed when fitted, with casting F-4808, each .AWI .09 

A-1384 A-1385 

BOLSTERS. 

A-1386 Bolster, body, plain, framed, each. AWI .485 

A-1387 Bolster, body, when bored for truss rods, framed, each . AWI .615 

A-1388 

A-1389 Bolster, truck, plain, framed, each. AWI .615 

A-1390 Bolster, truck, when bored for truss rods, framed, each . AWI .985 

A-1391 A-1393 

CAPS. 

A-1394 Cap, door, wood, framed, each. AWI .063 

A-1395 

CARLINES. 

A-1396 Carline, roof, not otherwise specified, framed, each .AWI .13 

A-1397 Carline, roof, when bored for purlins and ridge pole, framed, each .AWI .175 


A-1398 Carline, roof, wood, old carline, regained for larger purlins with Murphy roof, per gain AWI .009 
A-1399 A-1401 

FASCIA. 


A-1402 Fascia, except narrow fascia on stock cards, framed, includes ripping, per linear ft..AWI .0063 
A-1403 

A-1404 Fascia, end, deep, framed, each. AWI .13 

A-1405 

^ PLANKS. 

A-1406 Plank, center sill splice, framed, each. AWI .115 

A-1407 Plank, convertible door, ballast car, framed, each. AWI .046 

A-1408 

A-1409 flank, draft timber support, end or side hopper or hopper door plank, side sill or plate rein¬ 
forcing plank, not otherwise specified, framed each . AWI .063 

A-1410 

A-1411 Plank, end sill, bevel plank, or coal car top side hopper plank, framed, each. ....AWI .13 

A-1412 Plank, hopper, short end, hopper chute or ballast car side hopper plank, framed, each..AWI .024 

A-1413 Plank, hopper, short inside end plank, framed, each . AWI .037 

A-1414 Plank, spring, diamond truck, framed, each. AWI .13 

A-1415 Plank, spring, swing motion truck, framed, each. AWI .07 

A-1416 A-1418 
(LW 8-30-17.) 


PLATES. 


A-1419 Plate, end (with tenons and mortised for posts), framed, each, class 1.AWI .56 

A-1420 

A-1421 Plate, side (mortised for posts), framed, each, class 1.AWI 1.53 

A-1422 Plate, side (not mortised for posts), framed, each, class 1.AWI 1.34 

A-1423 A-1424 

A-1425 Plate, side, Hart convertible ballast car, framed, each . AWI 1.03 

A-1426 A-1427 


POSTS. 


A-1428 

A-1429 Post, end, groove for rod, per post. AWI .175 

A-1430 Post, end, rabbet for sheathing, per post. AWI .37 

A-1431 A-1432 


By Air. 


.34 

.545 

.485 

.79 


.155 


.082 


.10 


.50 

1.40 

1.22 


391 



























RAILS. 


By Hand. By Air. 


A-1433 A1435 

A-1436 Rail, ladder side, not otherwise specified, framed, each . AWI .10 

A-1437 Rail, as above, when inside face is cut out, or when gained for threads, or both, each..AWI .145 

A-1438 Rail, as above, when mortised for wood treads, each .AWI .185 

A-1439 A-1440 

SADDLES. 

A-1441 Saddle, running board, common saddle, framed, each .023 

A-1442 

SHIMS. 

A-1443 Shim, center plate or truck spring, framed, each. AWI .063 

A-1444 Shim, side bearing, framed, each. AWI .024 

A-1445 A-1446 

SILLS. 

A-1447 Sill, center, not otherwise specified, framed, eacn. 

A-1448 Sill, center, when bored for sub sills, framed, each . 

A-1449 A-1451 

A-1452 Sill, end, not otherwise specified, framed, each . 

A-1453 Sill, end, when necessary to bore for outside hung brakes, framed, each. 

A-1454 Sill, end, gained for striking plate, per linear inch of gain . 

A-1455 A-1456 

A-1457 Sill, inter., not otherwise specified, framed, each. 

A-1458 Sill, inter., short sill, coal car, framed, each. 

A-1459 A-1460 

A-1461 Sill, side, not otherwise specified, framed, each. 

A-1462 Sill, side, coal or flat car, framed, each. 

A-1463 A-1465 

A-1466 Sill, sub, under center sill, framed, per linear ft. 

A-1467 A-1468 

SPLICES. 

A-1469 Splice, side plate, framed, first four feet or less, class 1 . 

A-1470 Splice, side plate, frame, each additional foot over 4 feet, class 1. 

A-1471 Splice, side plate, Rodger ballast Hart convertible car, framed, per linear foot 

A-1472 Splice, center sill, framed, each. 

A-1473 A-1475 

A-1476 Splice, inter, sill, in front of bolster, framed, each . 

A-1477 Splice, inter, sill, any length back of bolster, framed, each . 

A-1478 Splice, side sill, in front of bolster, framed, each . 

A-1479 Splice, side sill, back of bolster, framed, each. 

A-1480 A-1481 

STAKES. 

A-1482 Stake, side, 4' 6" or less in length, not otherwise specified, framed, each, class 4...AWI .059 .035 


A-1483 Stake, side, as above, when bored for plates, each .AWI .115 .07 

A-1484 Stake, side, over 4' 6" in length, not otherwise specified, framed, each, class 4....AWI .092 .059 

A-1485 Stake, side, as above, when bored for plates, framed, each .AWI .195 .115 

A-1486 A-1489 

STILES. 

A-1490 Stile, side door, oak stile, framed, each.14 

A-1491 

STOPS. 

A-1492 Stop, box car side door, not otherwise specified, framed, each .AWI .035 

A-1493 Stop, as above, both sections framed for lock casting F-7 .AWI .13 

A-1494 

STRINGERS. 

A-1495 Stringer, floor, center, Bettendorf underframe, framed, per linear foot.AWI .0027 

A-1496 Stringer, floor center or inter., flat car, or inter, stringer Bettendorf underframe, as 

above . AWI .0085 


AWI .43 
AWI .035 
AWI .029 
AWI .485 .33 


AWI .215 
AWI .26 * 
AWI 24 
AWI .295 


AWI 

.615 

.43 

.AWI 

.73 

.485 

.AWI 

1.09 

.82 

.AWI 

1.37 

.89 

AWI 

.0059 


AWI 

.37 


AWI 

.24 


AWI 

.73 

.50 

AWI 

.94 

.82 

.AWI 

.023 



302 




































By H an d. By Air. 

A-1497 Stringer, floor, inter., A.C.&F., N.Y.C. or Kendig underframe, as above .AWI .012 

A-1498 Stringer, floor, side, not otherwise specified, as above .AWI .017 

A-1499 A-1504 


TIMBERS. 

A-1505 

A-1506 Timber, draft, Butler, L.S.&M.S. Standard, McAlpine or similar timber, framed, each.AWI .415 .295 


A-1507 Timber, draft, as above, extending back of bolster, framed, each .AWI .545 .42 

A-1508 Timber, draft, Gould, framed, each. AWI .275 .195 

A-1509 Timber, draft, Miner, not otherwise specified, framed, each ....AWI .495 .34 

A-1510 Timber, draft, Miner, extending back of bolster, framed, each .AWI .655 .485 

A-1511 A-1512 

A-1513 Timber, sub draft, furniture'car, framed, each. AWI .07 .046 

A-1514 

TREADS. 

A-1515 Tread, ladder, oak, framed, each. AWI .035 

A-1516 A-1525 


PRICES COVERING REPAIRS TO PRODUCE AND REFRIGERATOR CARS ONLY. 

BLOCKS. 

A-1526 Block, filling, over door header block, renewed, includes sheathing nails and/ fitting, each, 

1-J ...AWI 455 

A-1527 Block, floor caulking, between posts and braces,R&R or R, includes boring and fitting, each.AWI .016 
A-1528 

A-1529 Block, header, over side door opening, R&R, includes R&R, plate and tie rods, inside header sup¬ 
port or casing and all w6rk except sheathing nails and R&R, water table, LaFlare insula¬ 
tion and canvas, each, 1-J.M.N... .245 

A-1530 Block, as above, R&R, after door post has been removed, includes work specified above, each, 

1-M,N ....125 

Old Style Miner 
Keeper. Keeper. 

A-1531 Block, as above, renewed when out, includes R&R, and fitting latch keeper, and fitting 

block, each .20 .235 


A-1532 A-1535 

% 

BOARDS. 


A-1536 Board, base, below side lining, not otherwise specified, R&R or R, per linear foot.AWI .011 

A-1537 Board, base, concave board joining lining and floor, R&R or R, per linear ft.AWI .0053 

A-1538 A-1540 * 

BOLSTERS. 


A-1541 Bolsters, body, 2 and 2 channels and 4 draft arms, R&R, included all sill bolt nuts, needle beam 
nuts and lags, all truss rods, 4 back carry iron bolts, R&R, cylinder and reservoir and all 
work except R&R trucks, insulation, buffer block and air brake work not specified, 1-N.AWI 5.94 

A-1542 A-1543 

BOX, ICE, 1-N. 

A.-1544 Box, ice, old style box with 3 front posts and ice tanks, stripped from car complete, includes ap¬ 
plying compartment style box with 4 front posts complete and demolishing all parts removed 

except tanks, per end of car. AWI 3.05 

A-1545 Box, ice; Seeger Siphon, without gates, R&R or R, when all parts are removed, per end of 

car . AWI 3.03 

A-1546 Box, ice, compartment style box with four front posts, stripped from car complete, includes ap¬ 
plying new box complete with insulated front, six front posts, wooden ice bars and supports, 
and lined inside and outside complete, stripping all parts removed in serviceable condition and 

setting nails in new outside lining, per end of car .AWI 3.56 

(LW 5-3-18) . t 

A-1547 Box, ice, as above, stripped from car complete, includes applying new box complete with insulated 
front, seven front posts, steel ice grate frame, two gates, screen lined on both sides and ends 
of interior and lining on exterior, stripping all parts removed in serviceable condition and 

setting nails in new outside lining, per end of car .AWI 4.01 

A-1548 


393 





















BOX, ICE, REPAIRS, 1-N. 

ANGLES. 

A-1549 Angle, top or bottom, Bohn collapsible front, R&R, after front has been removed, includes R&R, 

20 bolts and handling, each. AWI .37 

(LW 5-16-18) 

ARMS. 

A-1550 Arm, ice bar rest, inter., R&R or R, includes fitting, each . *014 

BARS. 

A-1551 Bar, cross, new style Bohn collapsible front (B/P-B-3918, M.D.T. No.20188), secured to 10 posts, 

R&R or R, includes laying out for nail holes in posts and fitting, each.AWI .04 

A-1552 Bar, cross, Siphon front, secured to 6 posts, R&R or R, includes fitting, each.AWI .022 

A-1553 Bar, as above, between gates, R&R or R, includes fitting, each .AWI .0074 

A-1554 Bar, as above, old, when not removed, cut loose and renailed to post, per post.AWI .0037 

A-1555 Bar, ice grate, or tie block securing ice grate bars, renewed, includes spacing blocks and fitting, 

each . AWI .024 

A-1556 A-1558 

BLOCKS. 

A-1559 Block, screen, over side wall posts, or steel frame support block, cars with screen lined and steel 

bottom ice box, R&R or R, includes fitting, each .AWI .011 

A-1560 Block, spacing, between front post and end lining, or between front support strip and post; or 

ice tank support block on ceiling, R&R or R, including fitting, each .AWI .014 

A-1561 Block, ’support, ice bar arm rest, except when secured by bolts or lag screws, R&R or R, includes 

fitting, each . AWI .017 

(LW 2-4-18) 

A-1562 Block, wedge, drip pan, compartment box, R&R or R, each.AWI .0055 

A-1563 Block, as above, Seeger Siphon box, R&R or R, includes fitting, each .AWI .017 

A-1564 A-1568 

CLEATS. 

A-1569 Cleat, screen, between screen and front post, compartment box, R&R or R, includes fitting, 

each ... AWI .0028 

A-1570 A-1572 

FRAMES. * 

A-1573 Frame, ice grate, steel, Bohn collapsible ice box, R&R, includes 4 wall hinge bolts and handling 

out and into car, each. AWI .21 

A-1574 Frame, as above, raised and lowered in car, includes fastening in position (not to be allowed with 

above price), each . AWI .01 

A-1575 Frame, ‘steel bottom, cars with screen lined box, R&R, includes all screws and bolts and handling 

out and into car, each. AWI .425 

A-1576 A-1578 

FRONTS. 

A-1579 Front, ice box, old style Bohn collapsible ice box, B/P-S-No. 3220, M.D.T. No. 10015, raised and 

lowered, includes hanging front on side brackets, each .AWI .08 

A-1580 Front, as above, R&R, includes R&R all springs and fastening pins; also raising and lowering 

and handling of front in car, each. AWI 1 50 

(LW 2-4-18) 

A-1581 Front, ice box, new style Bohn collapsible ice box (B/P-B-3918, M.D.T. No. 20188), raised and 

lowered, includes hanging front on side brackets, each .AWI .05 

A-1582 Front, as above, R&R with use of tong spring clamps, includes R&R two fastening pins, also 

raising and lowering and handling of front in car, each .AWI 1.00 

A-1583 Front, as above, R&R in connection with R&R of springs in side wall, includes all work speci¬ 
fied above, each . AWI .90 

A 1584 Front, ice box, old style box with 3 front posts and ice tanks, R&R complete, includes 8 wall posts, 

2 bottom bar brackets and 1 bottom bar lag screw, 2 arm support bolts, front ceiling support, 

3 support spacing blocks and handling, each. AWI .46 

A-1585 Front, ice box, compartment style, R&R complete, includes 8 wall posts, 4 bottom bar brackets 
and 2 bottom bar lag screws, 4 arm support bolts, front ceiling support, 4 support spacing 
blocks and handling, each . AWI .595 


394 

























ICE. 


A-1586 Ice, removing all ice for repairs to refrigerator car ice box (during winter months only), per end 

of car .,. AW1 

A-1587 A-1588 


PLANKS. 

A-1589 Plank, drip pan, front plank in compartment box, cut and fit, each .AWI 

A-1590 A-1592 
(LW 2-4-18) 

POSTS. 

A-1593 Post, ice box front, outside post, not otherwise specified, R&R or R, includes fitting, post only, 

each . 

A-1594 Post, ice box front, “I” beam post with fillers, R&R, post only, each. 

A-1595 A-1599 


SCREENS. 


A-1600 Screen, ice box front, compartment box, full width of car, R&R, each . 

A-1601 Screen, ice box front, outside top screen, screen lined box, R&R, each.AWI 

A-1602 Screen, ice box lining, large front or back screen, screen lined box, R&R, each .AWI 

A-1603 Screen, ice box lining, side screen, screen lined box, R&R, each .AWI 

A-1604 Screen, ice box lining, front screen, screen lined box,. cut loose and fastened when screen has 

not been removed, per post .. AWI 

A-1605 

A-1606 Screen, ice box front, large inside screen, covering entire front, new style Bohn collapsible box 
(B/P-B-3918, M.D.T. No. 20188), R&R, includes R&R 20 “J” bolts and all staples and han¬ 
dling, each . AWI 

A-1607 A-1610 
(LW 2-4-18) 


SIPHON. 


A-1611 Siphon, Bohn collapsible ice box, inter, or side siphon not otherwise specified, R&R after top 

or bottom angle has been removed, includes R&R 7 to 9 bolts and handling, each.AWI 

A-1612 Siphon, as above, inter, siphon, R&R when necessary to release from two adjoining siphons, in¬ 
cludes R&R 14 to 16 bolts and handling, each .AWI 

A-1613 NOTE: The above prices covering R&R siphons, not to be allowed when both angles have been 
removed. 

A-1614 Siphon, Seeger, R&R, includes straightening, each .AWI 

A-1615 

SPRINGS. 

A-1616 Spring, ice box front, in side wall, new style Bohn collapsible box (B/P-B-3918, M.D.T. No. 20188), 
one or two springs in same slide, R&R after front has been raised, includes R&R side pin slide, 
guide and cover plates and shoring, renewing slide retaining strips and R&R, straightening 
and reshaping groove tin, covering, compressing springs and all necessary work, per side of 

box . AWI 

A-1617 A-1619 
(LW 2-4-18) 

STRIPS. 


A-1620 Strip, screen, full width of car, compartment box, or screen post on lining, screen lined box, R&R 


or R, includes fitting, each . AWI 

A-1621 Strip, support, ice box front, not otherwise specified, outside support on ceiling, full width of car, 

R&R or R, includes fitting, each... AWI 

A-1622 Strip, as above, fitted around posts with siphon front, R&R or R, includes fitting, each_AWI 

A-1623 Strip, as above, fitted around posts, screen lined box, R&R or R, includes R&R all bolts and 

screws and fitting, each .. AWI 

A-1624 Strip, as above, outside strip on floor, fitted around four posts of new style insulated or siphon 

front, R&R or R, includes fitting, each. AWI 

A-1625 Strip, as above, inside support, compartment box, R&R or R, includes fitting, each.AWI 

A-1626 Strip, wall, under galvanized iron lining, R&R or R, full length, each .AWI 


A-1627 Strip, wall, between box front wall post and side lining, R&R or R, includes fitting, each_AWI 

A-1628 A-1649 

TANKS. 

% 

A-1650 Tank, ice, old style, demolished complete, or removed and replaced in car .AWI 

(LW 2-4-18) 

A-1651 

895 


.265 


.011 


.024 

.029 


.063 

.042 

.14 

.074 

.029 


.80 


.21 

.32 


.055 


.80 


.024 

.038 

.055 

.14 


.03 

.024 

.0063 

.014 


.14 























BULKHEADS 1-M,N. 

A-1652 Bulkhead, top or bottom section of front covering, R&R, includes repairs to same and all work 

except R&R, round, per section.. AWI 

A-1653 A-1654 

A-1655 Block, screen, on lining or ceiling, or inside bulkhead brace, renewed, includes fitting, each..AWI 
A-1656 Board, at bottom of screen, rear wall post when nailed only, or bulkhead top section outside 

supports, renewed, each . AWI 

A-1657 Screen, bulkhead, full width of car, R&R, each. AWI 

A-1658 A-1665 

CANVAS AND LAFLARE INSULATION. 

A-1666 NOTE: Prices covering renewing or patching canvas, include fitting and folding canvas and patch¬ 
ing or cutting loose and renailing or quilt padding under same when necessary. 

A-1667 Canvas, LaFlare insulation, on side door front stile, door post or header block, renewed when 

canvas laps over inside, each. AWI 

A-1668 Canvas, as above, renewed when canvas does not lap over inside, each .AWI 

A-1669 Canvas, as above, either style, patched, includes renewing quilt padding under same when neces¬ 
sary, first linear foot or fractional part of patch .AWI 

A-1670 Canvas, as above, patched, allow for each additional 6" or fractional part of same patch..AWI 

A-1671 Canvas, door stile, renewed, bottom stile canvas and quilt padding, or bottom stile canvas strip 

and plate secured by screws, or back stile canvas when tacked around inside corner of stile 

only, each . AWI 

A-1672 A-1673 

A-1674 Canvas, ice plug, renewed, per plug. AWI 

A-1675 Canvas, threshold plate, renewed, includes plate with 18 screws and applying rope, each....AWI 
A-1676 A-1679 

A-1680 Padding, quilt padding applied under old canvas on side door front stile, door post or header 
block, includes opening up one side of canvas full length, cutting padding and renailing can¬ 
vas, each ...AWI 

A-1681 Padding, as above, applied under old canvas* on bottom door stile, includes all work specified 

above, per door .'.. AWI 

A-1682 NOTE: The above prices covering padding will not be allowed with new canvas. 

A-1683 A-1684 

A-1685 Board, spring, LaFlare insulation, on side door stile, door post or header block, R&R or R, in¬ 
cludes springs and quilt padding, each. 

A-1686 

A-1687 Covering, zinc, at bottom of old style door post, renewed, includes necessary shaping, per post.AWI 
A-1688 A-1692 

CASINGS. 

A-1693 Casing,’door post or header block, R&R or R, includes fitting, each .AWI 

A-1694 Casing, roof opening, renewed, includes fitting, each .AWI 

A-1695 A-1696 

CINDERS. 

A-1697 Cinders, accumulated under running board and between roof openings, removed from steel roof, 
per end of car, 1-N . 

A-1698 

DOORS, ROOF AND PLUGS. 

A-1699 Door, roof, R&R, includes hinge screws and bolts and handling, each.AWI 

A-1700 Door, roof, McIntosh steel frame door with wings, or Bolin oval shape steel door, R&R, Includes 

hinge bolts or pins and handling, each. AWI 

(LW 2-4-18) 

A-1701 Door, roof, made complete (2 thicknesses of 13/16" material and 3 bottom cleats), at bench, 

each . AWI 

A-1702 Door, as above, made complete at car, each 1-J. AWI 

A-1703 Door, roof (steel frame door with wings), made complete at bench, includes all bolts in frame, 

wing hinges and holders, hasp and hinges, hasp rivet and seal hook, all boring and gaining, 

riveting all bolts and painting between all iron and wood, each . AWI 

A-1704 A-1709 

PLUGS. 

A-1710 Plug, roof opening, made at bench (oak frame plug with hair insulation or plug made with 3 
thicknesses of 13/16" material, paper and hair insulation), includes canvas, ring bolts and bor¬ 
ing, each . AWI 

A-1711 Plug, as above, made complete at car, each, 1-J. AWI 

A-1712 A-1713 

81)0 


.265 

.014 

.024 

.063 


.11 

.165 

.033 

.012 

.055 

.066 

.12 

.055 

.028 

.055 

.033 

.031 

.063 


.042 

.066 

.11 

.099 

.15 

.385 


.185 

.305 























BOARDS AND CLEATS. 


A1714 

A-1715 


A-1720 
A-1721 
A-1722 
A-1723 


A-1725 


A-1726 


A-1727 


A-1728 

A-1729 

A-1730 

A-1731 
A-1735 

A-1736 

A-1737 

A-1738 

A-1739 

A-1741 


A-1724 


A-1743 


A-1744 
A-1745 

A-1746 


A-1755 

A-1756 


Board or cleat, roof door or plug, renewed (except when bolted), includes fitting, each.AWI .014 

A-1719 

DOORS, SIDE. 

Door, side, made complete at bench (M.D.T.Co.), each .AWI .285 

Door, side, made complete at car, each. AWI .745 

Door, side (new door), fitted to car, includes boring and handling door, each.AWI .625 

A-1724 


Door. 

Right Hand 

Door, side, renewed, right hand door includes R&R old style latch and all its fix¬ 
tures, seal hook and handle, and each door includes 8 hinge bolts, 6 or 8 bottom 
strap screws, hook eye, front stile strap screws and canvas strip, back stile cor¬ 
ner canvas, bottom stile canvas, R&R, boring and fitting door, 1-N .AWI 1.39 

Door, side, renewed, right hand door includes R&R, old style latch and all its fix¬ 
tures and seal hook; left hand door includes 8 plate screws (divided), door 
handle, front stile LaFlare insulation board, padding and canvas, and each door 
includes 12 hinge bolts, 6 or 8 bottom strap screws, hook eye, bottom stile can¬ 
vas, R&R, boring and fitting door, 1-N.. AWI 1.24 

Door, side, renewed, right hand door includes R&R old style latch and all its fix¬ 
tures and seal hook; left hand door includes door handle, front stile LaFlare 
insulation board, padding and canvas, and each door includes 24 hinge screws, 6 
or 8 bottom strap screws, 2 top plate screws, hook eye, bottom stile canvas, 

R&R, boring and fitting door, 1-J,N. AWI 1.11 

Door, side, renewed, right hand door includes R&R, Miner door latch and all its fix¬ 
tures, left hand door includes 4 plate screws, 2 latch bracket bolts, front stile 
LaFlare insulation board, padding and canvas; and each door includes 24 hinge 

screws, hook eye, R&R, boring and fitting door, 1-M,N .AWI 1.01 

Door, side, as above, renewed when fitted with bottom stile canvas strip and plate 

with 8 screws . AWI 1.07 

NOTE: Deduct from prices covering renewing side door figured with top or bot¬ 

tom stile canvas (.055), when door is not equipped with same. 

A-1734 


Door. 
Left Hand 


1.14 


1.29 


1.14 


1.10 

1.16 


Door, side, old, gaining lining and stile for threshold canvas strip and plate, per 

linear foot, cut . AWI .022 

Door, side, old, planing off front stile to refit door, per stile .AWI .055 

Door, side, old sawing off top stile complete to refit door, includes planing, removing nails and re¬ 
nailing lining and sheathing, per door. AWI .165 

Door, side, squared, includes loosening and tightening all rods and wedging door to fit properly, 

per door . AWI .064 

A-1740 


BOARDS. 

Board, diagonal sheathing or lining or inside brace, produce or refrigerator car side door, renewed, 

includes fitting, each . AWI .024 


KEEPER. 

Keeper, side door latch, on header block, R&R when secured by screws, includes fitting, 

each ... AWI .05 


LATCH. 

Latch, side door, Miner, R&R, includes 6 or 8 bolts and adjusting, each .AWI .21 

STILES. 

Stile, side door, bottom or top, renewed, includes fitting, stile only, each .069 

Stile, side door, front or back, renewed, includes cutting and shimming any door parts and fitting, 

stile only, each .16 

A-1754 

FRAMES. 

Frame, ice opening, malleable iron, R&R, door removed, each .AWI .21 

A-1758 


307 




















INSULATION. 

DEAFENING. 


A-1759 
A-1760 

A-1761 

A-1762 
A-1763 


Floor Not Floor 
Removed. Removed. 

Deafening, between sills, R&R or R, per linear foot, measured lengthwise of car.AWI .0085 .0072 

Deafening, as above, removed only, includes single row of deafening, paper and hair 

felt and strips on two sills, per linear foot, measured lengthwise of car.AWI .0048 .0032 

Deafening, as above, bottom course tightened when shrunk, includes R&R and cutting necessary 
boards and strips (not allowable with price for renewed deafening), per linear foot, measured 

lengthwise of car . AWI .0037 

Deafening, between carlines or in side doors, R&R or R, per linear foot, measured crosswise of 

deafening . AWI .0072 

A-1764 


LINING. 

A-1765 Lining, insulation, on end or side of car, renewed, includes all paper and hair or linofelt and strips; 

also cutting joints in old lining and cutting to length and fitting new lining, per sq. ft.. .AWI .014 

A-1766 NOTE: Allow in addition to the above price covering renewal of insulation lining on end or side 
of car when removed in serviceable condition and replaced on same car, includes removal of 

all nails, handling out and into car and any additional cutting and fitting, per sq. ft.AWI .0035 


INSULATION PAPER AND HAIR FELT. 

A-1767 Paper and hair felt insulation, between sills or carlines, R&R, from below, includes all paper and 

felt between deafening, per linear foot. AWI .0037 

A-1768 Paper and hair felt insulation, between sills or carlines, R&R, from above, or R&R, in side 

doors, per linear ft. AWI .0024 

A-1769 Paper and hair or lino-felt, on side or end of car, R&R, includes all paper and felt be¬ 
tween sheathing or lining and insulation lining, per sq. ft. (not to be paid with insulation 

lining) . AWI .0024 

A-1770 Paper and hair-or lino-felt, as above, R&R, includes insulation strips, per sq. ft. (not to be paid 

with insulation lining) . AWI .0037 

A-1771 A-1772 
(LW 12-21-17) 


INSULATION STRIPS. 

From Below. From Above. 

A-1773 Strips, deafening, between carlines, renewed, includes all cutting and fitting, 

per linear foot . AWI .0024 .0014 

A-1774 Strips, deafening, between sills, renewed, includes all cutting and fitting, per 

linear foot .*. AWI .003 .003 

A-1775 Strip, insulation, on side or end of car, renewed (not to be paid with insulation lining), each.AWI .0063 
A-1776 A-1779 

PAPER. 


A-1780 Paper, burlap insulation, under floor, full width of car, R&R, 10" or less (patch work), per 

linear foot, measured lengthwise of car. AWI 

A-1781 Paper, as above, each additional foot of patch, or per foot when entire floor has been 

removed . AWI 

A-1782 Paper, cleats, nails and rubbish, removed from interior of cars lined with paper, includes exterior 

around doors, per car. AWI 

A-1783 A-1785 


PLATES. 


.011 

.0053 

.185 


First. Second. 

A-1786 Plate, side, renewed, includes setting nails and renailing end lining, R&R all rods, 2 roof 
opening casing supports, 80' ventilation strip or 50' quarter round; removing roof open¬ 
ing flashing and R&R 8 casing filling strips when necessary, shoring roof and fitting 

plate, 1-J,M,N .. 2.92 2.39 

A-1787 A-1789 


POSTS. 


A-1790 Post, corner, renewed, includes R&R 2 post strips, cutting off old insulation lining and framing 

post, each, 1-M,N.23 

A-1791 NOTE: Allow in addition to above price, R&R, 8 sq. ft. of insulation lining on both end and side 
of car when same has not been renewed. 

A-1792 


398 

















A-1793 

A-1794 

A-1795 

A-1796 


A-1797 

A-1798 
A-1799 


A-1800 


A-1805 
A-1806 
A-1807 

A-1808 
A-1811 


A-1812 


A-1815 


A-1816 


A-1817 
A-1820 


A-1821 
A-1822 

A-1823 
A-1824 

A-1828 

A-1829 

A-1831 

A-1832 
A-1834 

A-1835 
A-1836 


Post, side door, renewed after hinges, header and filler blQck over header, threshold and LaFlare 
insulation and canvas have been removed, includes lining nails, cut and fit floor, slot sill, R&R 

and framing post, each, 1-J... 

Post, side door, renewed after sill or plate or both have been removed and after hinges, header 
block and LaFlare insulation and canvas have been removed, includes lining nails, R&R and 
framing post, each, 1-J... 


Post, side door, 1 section post, or inside section of two piece post, renewed, includes R&R, insula¬ 
tion board, cross rod, lining nails and support screws, fitting post and all work except R&R 

door hinges, LaFlare insulation and canvas and jacking out post, each, 1-M,N. 

Post, side door, outside section, renewed, includes R&R all bolts, lags, plugs over bolt heads and 

framing post, each, 1-N . AWI 

Post, as above, framed, each .. AWI 

Post, side door, old one piece post, cut off, fitted and bored for application of outside section, 
when post has not been removed, includes removing 2 bolts and applying outside section and 

8 bolts and framing, per post.AWI 

A-1804 


RACKS. 

Rack, floor, end or center, assembled complete, each, 1-J,M.AWI 

Rack, floor, long side rack, assembled complete, each, 1-J,M .AWI 

Rack, floor, repaired (except general overhauling), board cut loose and renailed, per nailing space, 

or board cut to length and fitted, each. AWI 

A-1810 

Rack, meat, temporary racks full length of refrigerator car, removed in serviceable condition, in¬ 
cludes removing all nails, delivering material to storage and all work except removing bolts 

or lags, per car .. AWI 

A-1814 


ROOFS. 

NOTE: Prices covering application of Murphy “XL” or “XLA” roofs, include renewing all 
fascia, running board brackets, hand holds, top brake shaft bearing, ridge pole and bolts, roof 
doors and all door fixtures, blocks and supports, applying all ridge pole angles, roof paper, 
filling strips and shims, boring all holes and gaining except when otherwise specified. 

Roof, Murphy “XLA” or “XL,” applied new without steel carlines, includes stripping car with tin 
roof and single board covering, applying 16 ventilator casing strips and longitudinal roofing, 
1-J, removing top course of Torsion roof, purlins, paper, and strips, R&R ice plugs, 16 ice 
opening cleats, cut down and fit casings of 4 ice openings, remove screens and screen pockets 
(except R&R 38 sq. ft. of bottom roofing), 1-M,N, and all work to complete job, per roof, 

1-J, 1-M, 1-N, 

10.31 8.38 8.76 

A-1819 

SAFETY APPLIANCE. 

Safety appliances changed from original construction to comply with U. S. standards, includes re¬ 
moving roof guard rails and all ladder irons, applying steel end and side ladders, brake step 
and brackets, R&R all end, side and roof hand holds, sill steps and running board brackets, re¬ 
moving old style and applying Imperial uncoupling levers and castings, brake shaft and all its 
fixtures, includes bolts passing through roof opening casings and carline, laying out, gaining, 
boring all holes by hand and all work except R&R corner iron bolts, 1-N. 

Safety appliance changed as above when the ca r has been equipped with Murphy “XL” roof at 
same time, 1-N .. 


SILLS. 

Sill, end, steel, Bettendorf underframe, R&R, after underframe or posts and braces have been re¬ 
moved, includes R&R sub-end sill and all bolts and rods, each . 

A-1827 

STRIPS. 

Strip, ice plug support, or filling strip on top or strip around bottom of roof opening casing, re¬ 
newed, includes fitting, each . AWI 

A-1830 

Strip, ventilation, on floor, extending from door opening to ice box front, in one or more pieces, 

R&R or R, includes fitting, per strip. AWI 

A-1833 

Strip, ventilation, on floor, extending from center of car to threshold, R&R or R, includes fitting, 

per strip .. ..AWI 

Strip, ventilation, on sill or plate under sheathing, renewed, per linear foot.AWI 

A-1839 


.635 

.425 

.605 

.33 

.063 

.54 

.05 

.12 

.0063 

.37 



4.03 

3.50 

.87 

.024 

.059 

.03 

.0024 


399 



















, SUPPORTS. 

A-1840 Support, side door header block, inside of car, R&R or R, includes fitting, each.AWI .063 

A-1841 A-1843 

TABLES. 

A-1844 Table, water, on header block over side door, R&R, or R includes fitting, each.AWI .08 

A-1845 

TRAPS. 

A-1846 Trap, counterweight, cast iron, R&R, each. AWI .053 

A-1847 A-1848 

• ' •. > • . i 1 j s .!. 

UNDERFRAMES. 


A-1849 Underframe, steel repair, R&R or R, after trucks, cylinder and reservoir and all frame bolt nuts and 
body truss rods have been removed, includes jacking car body from frame, handling and replac¬ 
ing frame, when bolts through sills are not removed, I-N. 2.12 

A-1850 Underframe, steel repair, applied to cars with wooden underframing, includes removing and strip¬ 
ping all car parts for first application, re-framing all sills by hand, cut and plug all floor holes and 
apply tin covering, apply all shims, renewing buffer blocks, Miner slot bar couplers, 4 springs 
and jacking same, R&R, all body truss rods and center pins, removing all saddle lags in sills or 
blocks and all work to complete job, except R&R, flooring, roofing, brake rod key bolts, pipe 
work and deafening, per car, 

1-J 1-N, Ref. 1-N, Ex. 

13.64 15.01 15.76 

A-1851 NOTE: Deduct from above price covering applying steel repair underframes, 


1-J 

1-N, Ref. 

1-N, Ex. 

.46 

.51 

.55 for each center sill. 

.11 

.10 

.13 for each inter, sill. 

.074 

.10 

.05 for each side sill and 


.053 

.145 for each end sill, renewed, 


when sill has been framed for underframe. 

A-1852 NOTE: Allow in connection with application of steel repair underframes to 1-N cars, 172' deafen¬ 
ing, paper and strips between sills account of removing body truss rods and gaining center sills, 
also 6' flooring and 60' side lining. 

A-1853 Lining, cut off to remove bolster bolts when applying repair underframe, includes gaining 

braces and applying new lining and paper, per end of bolster, I-J.AWI .105 

A-1854 

A-1855 Underframe, steel Bettendorf, Martin or N. Y. C. type, R&R, after car has been raised from trucks, 
includes R&R, all frame and stringer bolts, R&R, cylinder and reservoir and brackets and all 
bolts, couplers and friction casings and jacking same to place, R&R, all side stringer and 
side plate rod nuts and drifting out rods flush with frame, R&R, uncoupling levers, cut¬ 
ting off and patching 4 side stringers, shoring and squaring car, jacking car body and placing 
body on cross beams, removing beams, lowering body, handling and replacing frame; also the 
following: 1-N, Refrigerator, Bettendorf underframe R&R, 4 frame diagonal brace and stringer 
bolts and 4 threshold clip and keeper bolts, 1-N refrigerator express, N. Y. C. underframe, 

R&R, 4 end sill safety chain eye bolts, 4 end sill tie rod nuts and 8 sub end sill bolts. 1-N 
Refrigerator, Martin underframe, R&R, 8 bottom corner iron bolts, 8 end sill handhold bolts, 

24 sill step bolts, 12 drip bucket block lag screws and 4 bolts, 4 door post bolts, 4 brake stirrup 
bolts, 4. uncoupling lever casting bolts in buffer casting and two cotters, 4 end sill and plate tie 
rod nuts and all necessary work except R&R, sheathing, lining, flooring, roofing, brake rod key 


bolts, pipe work and rivets, each. AWI 

Bettendorf frame, 1-N Refrigerator . 18.02 

N. Y. C. frame, 1-N Refrigerator Express.. 18.02 

Martin frame, 1-N Refrigerator. 14.84 

A-1856 A-1857 
(LW 11-25-18) 


PRICES COVERING REPAIRS TO STEEL OIL TANK ON SIMILAR CARS ONLY. 

BANDS. 

A-1858 Band, steel tank, continuous band, R&R, from anchor plates when not removed from tank, includes 

R&R, double nuts, per band. AWI .085 

A-1859 Band, as above, R&R, when necessary to remove from tank, includes R&R, double nuts and hand¬ 
ling band, per band ... AWI .15 

A-1860. 

A-1861 Band, steel tank dome, or similar bands, one section, R&R, from anchor plates only, includes R&R, 

double nuts, per section .. AWI .045 


400 














A-1862 
A-1863 

A-1864 

A-1865 
(LW 11 

A-1866 
A-1867 
A-1868 

A-1869 

A-1870 

A-1871 

A-1872 
(LW 1 

A-1875 

A-1876 

A-1877 

A-1878 

A-1879. 

A-1880 

A-1881 

A-1882 
A-1883 


Band, as above, one section, R&R, when necessary to remove from tank, includes R&R, double nuts, 

one cross bolt, or one cross key bolt and cotter, per section .AWI .13 

BLOCKS. 

Block, stop, steel tank, end block on steel underframe car, renewed, when framed in mill and after 
all attachments have been removed, includes handling, fitting and gaining, block only, per 
block ... AWI .60 

-25-18) 

BOARDS. 


Board, running, side of end, 19' or less in length, renewed on steel underframe tank car, includes 

handling, gaining and fitting only, per board.07 

Board, running, as above, over 19' in length renewed, includes handling, gaining and fitting only, 

per board ......12 


TANKS. 

Tank, oil, steel, or similar empty tanks, steel underframe car, raised from and lowered on frame 
with jacks after all attachments have been removed, when not necessary to place tank on 

cross beams to make repairs, per end.95 

Tank, empty, as above, raised from and lowered on frame with jacks after all attachments have 
been removed, when necessary to jack tank from car and place on cross beams to make repairs, 

per end . 1.20 

Tank, empty, as above, raised from and lowered on frame with jacks after all attachments have 
been removed, when necessary to jack tank from car and place on cross beams and remove 

underframe from under tank to make repairs, per tank. 2.80 

A-1874 

1-25-18) 

Notes showing operations to be allowed in connection with prices in revised schedule, cov¬ 
ered by numbers A-l to A-1874. 


BEAMS, NEEDLE. 

NOTE: Allow with R&R, first needle beam, slackening and tightening turnbuckles, except 2-C and 
4-F, G, on which the R&R of turnbuckles will be allowed (this does not apply to 4-L, N, cars 
when end sill has been R&R). Also allow for each needle beam R&R, on class I-N and 4-L, N, 
cars with Canfield underframe, 4 channel iron rivets. 

BOLSTERS. 

NOTE- Allow with R&R, steel body bolsters, the R&R, of draft timbers and sub sills 1-C, D, F, 
and 2-B, draft, timbers 1-J, draft timbers and all sill and bolster bolts and body truss rod nuts 
4-F, G. 

NOTE: Allow with R&R, bolster including end sections of channel irons, the R&R, of center pin 
and center plate bolts 1-E, G and 4-L, N; also 4 inter, and 4 side sill bolster bolts 4-L, N, and 
all sill and bolster and draft channel bolts 1-S. 


IRONS. 

NOTE: Allow with R&R or R, center section of channel irons from below, the R&R, of needle 
beams and turnbuckles; also cylinder and reservoir when attached, 1-E, G, S and 4-L, N. 

PLATES, END. 

NOTE: Allow with renewing end plate, end sill not slackened or renewed: 

Setting nails and renailing side lining, slats and belt rails, all classes except 1-E, J. T. 

4 upper deck plate bolts 1-S. 

All inter, corner iron bolts on sides of car except 1-M, N. 

All inter, corner irons 1-E, I, J. 

R&R, all end sheathing. 2 sheets roofing 1-T. 

NOTE: Allow with renewing end plate after end sill has been slackened or renewed; 8 inter, cor¬ 
ner iron bolts 1-E. 

NOTE: Allow with renewing end plate whether end sill has been slackened or not. 

Cutting loose and renailing purlins, except when purlins have been removed to apply steel car¬ 
lines, R&R, end lining and sub-belt rails 1-E. R&R, end sheathing and 2 outside end post 
strips 1-J, 30' ventilation strips 1-N. 


401 










A-1884 


A-1885 

A-1886 

A-1888 

A-1889 

A-1890 

A-1891 

A-1892 
A-1893 

A-1894 


A-1895 

A-1896 


A-1897 


A-1899 


A-1900 


A-1901 
A-1902 


A-1903 

A-1904 


A-1905 

A-1906 


PLATES, SIDE. 

NOTE: Allow with renewing side plates (cars in original construction). 

R&R, running board and saddles with first plate and with first or second plate one-half of roof 
and top purlins. 14 carline anchor straps 1-D. Filling strip on plate over sheathing 1-D, E. 

All inter, corner iron bolts on ends of car 1-D, F, G, 7 upper deck plate bolts 1-S. 

NOTE: Allow with renewing side plates (cars with or being equipped with Murphy roof). 

All inter, corner iron bolts on ends of car 1-B, C, D, F, G. All cross tie rods (not included in 

roof), 1-B, C, D, E, F. Filling strip on plate over sheathing 1-D, E. 14 carline anchor straps 
(except cars with steel carlines) 1-D. 

A-1887 


POST AND BRACES. 

NOTE: Allow with renewing end brace or inter, end post (sill and plate not removed), setting 
nails and renailing new lining adjoining same, except 1-J cars, or when all lining has been re¬ 
moved to apply inter, post or when removed complete on 1-T cars. 

NOTE: Allow with renewing end, inter, end or corner post (sill and plate not removed), setting 
nails and renailing first and second course of old end lining and second course new end lining 
for inter, post, also first and second course of old and new side lining adjoining corner post, 1-J. 

NOTE: Allow with renewing first end posts (sill or plate not removed), 1 sill and plate rod 1-C, 
D, T, 3' end sheathing 1-C, J, 2' end sheathing, 1' roofing, 1 sheet tin 1-D, 4' end sheathing and 
1 sheet roofing 1-T, and with second end post 1 sill and plate rod, 1 sheet tin and 2' end sheath¬ 
ing 1-D, T and 1' roofing 1-D and with first and second end post 2' end sheathing 1-E, F. G. 

NOTE: Allow with renewing corner post, 1 sill rod nut and side belt rails and lining nails 1-T. 

POSTS, SIDE DOOR. 

NOTE: Allow with renewing door posts 1' sheathing, and when sill or plate has not been removed 
T short sheathing on cars with post extending to bottom of side sill, 2 / short sheathing 1-J, 
I' flooring with first post on each end of car only. 

SILL, END. 

NOTE: The R&R, of bottom corner irons and inter, corner iron bolts on sides of car will be al¬ 
lowed to slacken or renew end sill under sheathing, except 1-N, and on class 1-J the R&R of 4 
inter, corner irons will be allowed. 

NOTE: Allow with renewal of end sill; 1' flooring on all classes where floor laps over sill. 2' side 
sheathing, 32' insulation boards and strips and 16' paper between sills 1-J. R&R, 4 hand hold 
bolts, Imperial lever, 2 lever casting bolts and 2 lags (.44) or (.245) when safety appliance price 
has been allowed 1-N. 

A-1898 

SILLS, CENTER AND INTER. 

NOTE: The R&R, of cylinder and reservoir blocks will be allowed with first center or inter, sill 
when floor is not removed 1-A, B, C, D, L, 2-B, C, D, E, and 4 cylinder and reservoir block bolts 
with first center or inter, sill after floor has been removed, 1-A, B, C, L, 2-B, D, E. 

NOTE: In pricing center or inter, sills in 1-N cars, 37' will be allowed for all sills. 

SILLS, SIDE. 

NOTE: The following work will be allowed to renew side sills: 

Slackening end sill 1-E, S or R&R, end sill 2-B, C, D, E. for first sill renewed. 

Allow with each side sill renewed with or without new floor when needle beams and bolsters or un¬ 
derframe has not been removed: 

Setting nails and renailing end lining, 1-D, E, F, G, I, N. 2' end sheathing nails 1-D, cutting loose 
and renailing end belt rails 1-D, F, G, I, R&R, inter, corner iron bolts on ends of car, 1-D, E, F, 
G, and R&R, inter, corner irons 1-1. 

NOTE: In pricing side sills in 1-N cars, allow 37' of sill and 111' ventilation strips for all sills. 

NOTE: Allow 28' end lining nails set and renailed for each sill with or without floor, except when 
bolsters and needle beams or underframe has been removed, all inter, corner irons for each sill 
with or without floor except when end sill has been slackened, when 2 inter, corner irons only 
will be allowed on opposite slackened end 1-J. 

NOTE: Allow .425 for each side sill renewed, to cover double deck plate bolts and carline rod nuts 
which were divided between single and double deck cars, 1-S. 

A-1907 


402 


SILLS, SPLICED. 

A-1908 NOTE: Allow with splicing side sill on coal cars, all stakes over same. 
A-1909 A-1915. 


BONUS ALLOWANCE. 

Commencing with August 1, 1917, and until otherwise instructed, a 10 per cent bonus will be added to the 
daily piece work earnings of each employe whose work is priced from this schedule, or in cases where jobs are not 
completed daily, the above per cent will be added to the total of the job upon the completion of same. 


« 






403 










Appendix IV 

PENNSYLVANIA RAILROAD COMPANY 


SELECTED PIECE PRICES for LOCOMOTIVE WORK 


NOTE: These are reproductions of 50 of the Piece Work Cards for 
Locomotive Repair Work at Altoona, revised to 1915 and 1916. 
All the work shown in Part II will be found priced on these cards. 
In estimating the number of prices necessary to cover Locomotive 
work it should be noted that these represent only approximately 
one-quarter of the cards used. The others could not be reproduced 
because of lack of space. 




1 18 1916 


MP-l-FW-A* E. S. 

1 m M REVISED (I) PENNSYLVANIA RAILROAD CO. ENG. KO. ( 


—SHOP. ISSUED BY GANG FOREMAN. S.O. 


ITEM 

NO. 

PCS. 

AIR EQUIPMENT - REMOVE AND REPLACE. 

(Except air pump ‘brackets and air reservoirs). 

REMOVE - Not including disconnect pipe 9 * 

u. 

RATE 

| AMOUNT 

ITEM 

I 


Air pump inc. strainer (with crane) 9i" type. 

.403 



1 

2 

1 

" " " " ” " ek" compound tvne. 

.403 



2 

3 


!!1!" " (without crane) 9»” type. 

_ 



3 

4 

1 

" " *’ M ” ” 8^* compound type. 




4 

5 


» " strainer (N.d.V. ). 

.023 



5 

6 


" *• oil cup or drain cock remove. 

.012 



6 

7 


Run "board filling piece at air pump off. 




7 



Air safety valves each. 

.042 



8 

9 

1 

" reversing cock ( (D13-D14 tvne). 




9 

10 

1 

" •» it bracket »» ” •» 




10 

11 

1 

Brake valve 0-6 type. 

.042 



11 

12 

1 

" " SWA tS-3) inc. bracket. 

.042 



12 

13 

1. 

" •• H6 - ET tvne.remove with pipe bracket attached. 

.042 



13 

14 

1 

’* M " " ’* " from pipe bracket. 

.042 



14 

15 

1 

’* " S6 - ET " " with pipe bracket attached. 

.042 



15 

16 

1 

" •• " " " ” from pipe bracket. 

.042 



18 

1Z 


" ” C6 - ET ” feed op reducing* valve. 

.042 



17 

18 

1 

” " bracket (cast iron type) off boiler. 

.085 



18 

19 

1 

" " " (wrot iron type) " ” 

.085 



19 

2Q 

. 1 

jDistributing valve reservoir ET type with valve on or off. 

.148 1 



20 

21 

1 

" •• remove from reservoir. 

.148 



21 

22 

1 

High speed reducing valve. 

.042 



22 

23 

1 

” •» •» »* bracket. 

.023 



23 

24 

1 

Signal whistle v$lve. 

.053 



24 

25 

1 

" " ” brackets from cab 

.023 



25 

26 

1 

H _ n from pipe. 

.023 



26 

27 

1 

** line reducing valve (except C6). 

.042 



27 

28 

1 

Triple valve (when same screws off). 

.037 



28 

29 

1 

" " (when, necessary to take apart). 




29 



REPLACE - Not including connect pipes. 





30 


Air pump inc. strainer (with crane) 9£-" type. 

.636 



30 

31 


” " M ’* *• " 85-" compound tvne. 

.742 



31 

32 


” " ” " (without crane) 9^-" type. 




32 

33 


,f n " ” " " 8&-" compound type. 

_ 



33 

34 


" " strainer (N.O.W.). 

.053 



34 

35 


Run board filling piece at air pump replace. 




35 

36 


Air Safety valves each. 

.042 



36 

37 

1 

" reversing cock (D13-D14 type). 

- 



37 

38 

1 

« •» " bracket »• " " 

- 



38 

39 

1 

Brake valve G-6 type. 

.117 



39 

40 

1 

" " SWA (S3) inc.bracket. 

.117 



40 

41 

1 

Brake valve H6 - ET type.replace with pipe bracket attached. 

.117 



41 

42 

1 

" " " ’» " ” on pipe bracket. 

.117 



42 

43 

1 

" ” SB - ET M ” with pipe bracket attached. 

.117 



43 

44 

1 

M M " " ” " on pipe bracket. 

.117 



44 

45 


", " C6 - ET " feed or reducing valve. 

.042 



45 

46 

1 

" H brackets.erect and secure (wrot iron type). 

.117 



46 

47 

1 

" " " " " " (cast iron type). 

.117 



47 

48 

48 

1 

Distributing valve reservoir ET type with valve on or off. 

.201 



49 

1 

" n replace on reservoir. 

.201 



49 

50 

1 

High speed reducing valve. 

.159 



50 

51 

1 

•* *» »» " brackets. 

.042 



51 

52 

1 

Signal whistle valve. 

.074 



52 

53 

1 

" ” " brackets replace in cab. 

.042 



53 

54 

1 

" ** apply to pipe. 

.021 



54 

55 

1 

” line reducing valve (except n-6 

■^.042 



55 

56 

1 ' 

Tripld valve (when same screws on) replace. 

.051 | 



£6 

57 

1 

" ” (when necessary to take apart) replace. 




57 

58 


Air pomp oil cup or drain cock, replace or renew. 

.023 | 



58 

59 

i : 

Brake valve operating rod to dummy R.or R.(D13-D14). 




59 

NOTE : 

ft 

IV 

TV 

For boiler studs see 1-B4. NOTE:For t air gauges R.&R-.soo 1-31. 

" air pump brackets see 1-A2. mnmAT . 

" ” reservoir R&R " 1-A3. iwiau.- 

" •» " repair " 1-A2. 





n Items #1-2-30 & 31 do not ino RAR Strainer on pump. 


407 














































































































1-A2 


PENNSYLVANIA RAILROAD CO 


ENG. NO 


SHOP. ISSUED BY GANG FOREMAN. S.O. 


ITEM 

• NO. 

PCS. 

A IB EQBIP5JERT BRACKETS - Fit up New. 

AIR RESERVOIRS - Repairs to Reservoirs. 

AIR PUMP BRACKETS - Reraove.repl&co & Fit up new 

Single 

PUMP 

narrow 

,f-b07 

3 ingle 
PUMP 
wide 
f-boj 

sfeingl 

PUMP 

poile 

qcarre 

j AMOUNT 

ITEM 

1 


3racket remove from toiler. 

.233 

.233 

.233 



1 

2 


** replace on boiler ino.seoure. 

.721 

.721 

.721 

i - 


2 

3 


" lav out have drilled. 

_ 

_ 

_ 

7 


3 

4 


** in position for laying out. 

.06 

,06 

.06 

l! 


4 

L 


w add to lay out for ohipping. 

.06 

.06 

.06 

1 


5 

L 


"• w n i ooa tion of boiler studs. 

.05 

.05 

.05 

T- 


6 

. 7 


'* chip and fit to boiler. 

.795 

.795 

.795 



7 

a. 


rt refit when new side sheet applied. 

.795 

.795 

.795 



8 

2 . 


Extension plate remove. 


X 

X 



9 

10 


w H replace and secure. 

.233 

X . 

X 



10 

ii 


rt n brace remove. 

_ 

X 

X 



11 

12 


" " " replace. 

- 

X 

X 



12 

13. 


" M procure.lav out have drilled. 

.175 

X 

X 



13 

14 


r> " " and fit up new, 


X 

X 

\\ 

i! 


14 

ITEM 

BO. 

PCS 

#&§• COMPOUND Sc DOUBLE FUMP. 

AIR PUMP BRACKETS - Remove,Replace & Fit Up New, 

Bradcet 

studs 

all. 

Corpoux 

Bifccftflrt 

.Dpubk 

i 

| AKOEOT 

ITEM 

15 


Bracket remove from boiler. 

X 

.233 

.233 



15 

16 


n replaoe on boiler inc.seoure. 

X 

.721 

.721 



16 

17 


b lav out have drilled. 

X 

W 




17 

.18 


* in position for laying out. 

X 

.06 

.06 



18 

12 . 


" add.to lav out for chipping. 

X 

.06 

.06 



19 

an 


n " " '* . ” location of boiler studs. 

X 

.05 

.05 



20 

21 


** ” " w '* for planing pump face. 

X 





21 

22 


M new chip and fit to boiler. 

X 

.795 

.795 



22 . 

23 


" stud procure and ecrew in each. 

.023 

.023 

.023 



23 

24 


" " screw out old. 

- 

_ 


1 


24 

25 


” ” ctrt or drill out. each 

.069 

.069 

.069 



25 

26 


" " retap old hole. each. 

.035 

.035 

.035 



26 

27 


" ” tap new hole. each. 

.035 

.035 

.036 



27 

26 


" M recut with die. 

- 


- 



26 



AIR RESERVOIRS - Repair to reservoirs t 





29 


Pipe connection remove, 

.032 



29 

30 


" " replace. 

.053 



30 

31 


Drain cock remove. 

.025 



31 

32 


” ** replace, 

.042 



32 

33 


M M or pipe connection.out or drill out. 




33 

34 


Locate hole.for drilling per reservoir, 

.328 



.34 - 

35 


Drill hole 1 " and less (with motori 

.055 



35 

36 


** M 1 ^’ to 1 ” •* " 

.074 



3$ 

37 


" " 2 ° to l£* " *» 

,Q85 



37 

38 


Tan hole I s * and less (by hand) , 

.095 



38 

39 


•* *• i&* to l n " " 

.127 



39 

40 


— » toTS 5 n 75 

.148 



40 

41 


Retap hole 1" and less. 

.095 



41 

42 


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. 12 ? 



42 

43 


" " 2V to lV 

.148 



43 

44 


Ream hole to increase size connection. 

.138 



44 

4E 


Procure and screw in plug each. 

,042 



45 

46 


Main reservoir test(hvdraulio).on floor inc.D&C pipes. 

.371 



46 

47 


*" . H " " in ooeitionffirst inc.D&G.pipes) , 

.371 



A1 

48 


•* n " " " * (each additional). 

.371 



48 

49 


Auxiliary or eaualizer resv.test (Hvd.) dnc.D&C. pipes. 

.371 



49 

60 


Reservoir seam chip per. ft. 

.074 



.50 

51 


" •* aaulk ** » 







AIR EQUIPMENT BRAmfETfi - Fit up new. 





52 


Brake.valve brack.fit up new inc.layout (wrot.iron type). 




52 

53 


" " " " " " » " (oast iron t^rpe) 




53 

~ 54j 


High speed reducing valve bracket fit up new, 

- 



54 

5E 


Signal valve bracket fit up new. 




65 

56 


reversing cock bracket, fit up new, 

- 



56 


ROTE: Item 46-47-48 include stencil date. 


408 













































































































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4-6-lb - MP-l-PW-A.E.S. 

1-A6 REVISED (1) PENNSYLVANIA RAILROAD CO 



410 















































































































































411 





































































































































































































































2-15-15 mp-i-p»-a. 

1-A8 PENNSYLVANIA RAILROAD.CO. 

__SHOP. ISSUED BY__GANG FOREMAN. ENGINE NO. 3.0 



412 


# NOTBt Item 19 includes fitting to clog* 





































































































































































































1-B1 


MP-l-PW-A. 

PENNSYLVANIA RAILROAD CO. 


ENG.NO. 


SHOP. ISSUED BY_GANG FOREMAN. S.O. 


ITEM 

STRIP. 

COCKS.VALVES & MISCELLANEOUS 

BOILER FITTINGS IN CAB. 

REMOVE AND REPLACE. 

ERECT. 


NO. 

PCS. 

RATE 

AMOUNT. 

NO. 

PCS. 

RATE. 

AMOUNT 

['EM 






COCKS AND VALVES R.& R. 






1 


»032 



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Z 


.042 



31ower valve. 


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2 

3 


.064 



3low off cock. 


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3 

4 


,042 



Fire extinguisher start ire- valve. 


.085 



4 

5 


.032 



laufre cock 


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5 

fi 


.064 



In.iector starting, yalve. 


.085 



fr 

7 


.032 



Lubricator startin'? valve. 


.085 



7 

0 


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Steam heat cock. 


.053 



6 

9 


.032 



Steam heat cock to cab radiator. 


.042 



9 

10 


.032 



Steam gauge cock. 


.042 



10 

11 


.032 



Steam Grange cock on roof 9heet. 


.085 



ti 

12 


.032 



Surface cock. 


.085 



12 

13 


.032 



Sprinkling hose cock. 


.064 



1? 

14 


.032 



Water glass (Klinger including packing. 


.097 



14 

1ft 


.032 



Water glass cock. 


.042 



16 

16 


.021 



Waste or frost cock. 


.042 



16 






COCK EXTENSIONS R.* R. 






17 


.064 



Blow off cock extension. 


.085 



—12- 

18 


.032 



Surface cock extension. 


.065— 



OS 



.032 



Lubricator starting valve bushing. 


.13R 



12 

PO 





Sock extension locks per lock. 


.137. 



20 

PI 


.085 



llobe valve handle extension. 


.065 



21 

?? 


,OZZ 



•* •• ” " support. 


.047 



22 

23 


.032 



till other cock extension or bushing. ea.: 


.042— 



23 






SOCK AND VALVE FITTINGS R.& R. 






24 


.127 



Blow of|f cock rigging. 


.275 



24 

26 


.053 



Slower valve rigging comp. (bal.tp*)E-H6t} 


.212- 



25 

Prfi 


.063 1 



ii »i it ti >» i* 


.212 



2£ 

27 


*053 



it n ii ii *» ” ” 


..21 2- 



27 

28 


.053 j 



ii *i n ft -i f jQg •• 


.212- 



28 

29 





" " rig.per section n "R&Rpart 

_ 

- 



29 

30 


.053 | 



" ” rigging (Rlggin tvpe). 


.212 



2Q 

. -x- 

31 


.035 



lauge cock pipe clamp. 


.058 



5L 

32 


.023 



" " drip nanfnine on or off). 


.053- 



-32. 






Water column G4 class. 


- 



22 



— r 



•* G4 ” ioint grind per face 

• 

- 




35 


.021 



lauere cock drin nine. each. 


.09-3- 



35 






IJTSOL.BOILER FITTINGS IN CAB (Net steam t^l 

tj 







.023 % 



Rerjr.h mark. 


.106 



36 

£SL 

37 


■> VPtV. 

.QK3 



Sab lamp or holder for pressure gauge. 


.053 



37 

38 


.053 



*« '* •* ** " water gau#e. 





36 



.058 



irab iron on back head (D16 ty.). 


- ? M8 



22 

40 


.058 



In.iector grin rail. .. 


-xlM l 



• 40 

— SDfc 

41 


.127 



" #10i- Sellars and larger. 


t..lPi- 



JtL 

Hi A 

42 


.127 



" scalier than #10o- Sellar3. 


.138 



42 

.. ie-r- 

43 





*» crossover ball nine end(nipple 


.063 



43 

— XHL 

4 \ 


.023 ! 



crossover. 


,-.U23 



44 

45 


.047 i 



" stand or bracket. 


^Q84 



45 

jaL 

AA 


.058 



Lubricator. _ 


.103^ 



r AL. 

47 


»\JUO — 

.117 



" support (cast iron tvne). 


— 1Q6 



—A2. 

48 


.058 



" (wrot.iron type). . 


. .106- 



48 

49 


l iy.v g— 

- 



'» » base( D13c-14b-H3 type). 


— 



49 

3Z. 


. 027 



Pressure gauges each- 


♦oee 



50 

oy. 

rt 


1 — 

.053 



Pressure gauge and lamp 9tand. 





51 

J2A. 

52 





Pressure badge plate.--— 


.117- 



52 

83 


- 



Sprinkling hose from cock. 


- 



53 

JA&i 

54 





Valve hftnd wheel repair or renew.N-3. W- 


- 



JL£. 

«/7 

55 


- 



Valves and rigging to&from jen.Deptcper l 


- 



_ 

55 

58 


[ 



Pressure ^au^es have .tested(nnft fir more. 

Valve packed, per valve t - N.Q.W.- 

L. 

. .021, 

. 022 



&2 

56 

59 


. 032 1 


1 

Add to item 23 far st-ga-nge ennk grtfmalau 

Water glass(Klinger lbali inint tv * - 


.«Q74- 








TOTAL: 



























































































































































2-15-15 

1-B2 


MP-l-PW^A. 

PENNSYLVANIA HALT,ROAD CO. 


SHOP. ISSUED BY 


ENG.NO._ 

GANG FOREMAN. S.O. 


I HU 


NO. 

PCS. 


COCKS & VALVES. 
LOCATE - ERIE AND TAP HOLES. 


RATE AMOUNT 


Level boiler.---— 

Shock boiler (when prev iously leveled). 




ITEM 


1 

2 


Locate height of crown sheet on back head. 


Lav out back head for water gauge cocks 


gauge cock8. 


Bench mark. 


Check loaatlon. water and gauge codes and Bench n ark 


VU?^ +VY—-ir ^ J ' .■ 

Locate hole for additional steam gauge cocic. _ 

all other cocks valves or plugs, eadij. 




*133 

.133 



QPER- 

ATIOJ 

NO. 

DRILLING & TAPPING VALVE HOLES 

IN 

BOILER SHEETS & BRIDGE PIPE CASTING, 

OPERATIONS. 

A. 

B. 

C. 

D. 

E. B 




to 

0” 

1" 

to 

fr" 

l£” 

to 

1" 

2" 

to 

3^ 

to 

2” 



1 


.053 

.148 

.297 

.53 

.233 

-JL. 

X 


T 

2 

'• •» n double " . 

.053 

.148 

.297 

.53 

.233 

X 

X 

X 

X 

s 

•» •* " Bridge nine casting. 

.053 

.148 

.297 

.53 


X 

X 

X 

_2 

4 

Pan hole in single sheot. 

.042 

■127 

■26£ 

.,.484 

.307 

X 

X 

X 

X 

R 

n " •• douBio " or b-nine cast. 

•Q42 


*-265. 

.424 

.307 

2 

X 

. 7L . 

T 

6 

Retan hole in single sheet. 

.042 

.042 

.042 

.042 

.339 

x 

X ■■ 

X— 

X 

7 

" " double ” orb-n cast. 

.042 


.042 

.042 

.539 


X .. 

X 

X 

8 

SroVren val.or con. cut or drill out. 



- 

- 

- 

X 



ITEM 

NUI3ER OF PIECES FOR EACH OPERATION! 

.KIND OF COCK OR'VALVE HOLES 
DRILLED OR TAPPED FOR. 

Use 

rate 

Col¬ 

umn. 




1 

2 

3 

4 

.5 

C 

7 

8 

19 









lAir -duetd starting valve. 

0 



J9 

2Q 









(Blower valve (Balance type). 

C 1 



J&Q— 

21 









" " (Riggin ” ). 




| 21.. 

22 









" * (globe " ). 

- 



.-22— 

23 









Blow off code (Bordow). 

E 



23 

24 









" ” " (Homestead). 

£ 



.24 - 

2fj 









” ” " (P.R.R. ). 

E 



26 

2fi 









Fire extinguisher stg.valve. 

C 



26 

27 









lauge cod-:. 

B 



2? 

29 









Injector stg. valve. 

D 



29 

2? 









Lubricator stg. valve. 

C 



29 

20 









Steam heat cock. 

c 



30 

91 









M " ” to cab radiator 




31 

92 









Steam gauge cock. 

B 



32 

99 









" " " in roof sheet. 

c 



32— 

94 









Surface cock. 

c 



34 

35 

Sf 









brr inkling hose cock. 

s 



96 









fe/hter glass cock. 

B 



36 

97 









paste or fro3t cock. 

A 



37 

92 









prifting valve(Globe valve) 

«n> 



38 

99 













39 

40 









EXTENSIONS OR BUSHINGS, 




40 

41 









blow off code. 

E 



41 

42 









Surface CQG’kr 

C 



4? 

49 









laure code. 

B 



43 

44 









Lubricator ate.valve, 

£ 



44 

4ft 









ffater glass cock. 

£ 



. .45— 

46 









Steam gauge cock._ 

B 



. 46— 

47 









Blower valve,_ 

C 



47 

# : 

NOTE 

: -Opt 

jratii 

on # 

1&2 column E is for re—drill only. TOTAL:- 




414 





































































































































































1-84 REVISED (1) 


MP-l-PW-A. E.S. 

PENNS YL V \ NIA RAILROAD CO. 


ae 


SHOP. ISSUED BY 


wan 


ENG. 
JANG FOREMAN. 


NO 


S.C, 


Syrian — 

AT I ON 
NO. 

BOILER STUDS. 

OPERATIONS. 

J_£ 

1 A ’ 

[ 

j B. 

r\ n 

" C. 

i D. 

j 

1 J 

-StM procure and screw in. 

! *022 

.023 

.023 

. Q23 

2 

" screw out old. 





3 

--—cut or drill out. 

.069 } 

.069 ! 

.07 

! .162 

4 

--—retan old hole.i 

.035 

.056 

.056! 

.056 

5 

" tap new hole. 

.035 

.056 

.056 1 

- t-ZJd-V . 

.151 

6 

" recut thread with die. 


\ 

j 



7 

" atPlv including drill and tap new hole. 

.127 

* 1481 

rl49 ! 

~T3^6 


NOTE: In'moot cases items on this chart are 3howr. on the 

chart covering other operations. 

# For baolc head stud double 6heet,ncw worlc item 14 ■'tee 
rate column D. 


TOTAL 


ira 

NUMBER PIECES FOR 

EACH OPERATION. 

BOILER STUDS 

Use 

Rate 

Col¬ 

umn. 

1 * 

AMOUNT 

| 

B*Z» 

a 

1 

2 

3 

4 

5 

6 

7 

KIND AND LOCATION. 

l 








Ash nan support 

B 



1 

2 








IA.ir pump bracket (fire box sheets). 

B 



2 

3 








" " " (in barrel sheets). 

B 



3 

jL 








M reservoir bracket. 

B 



4 

5 








” " in reservoir. 

B 



5 

JL 








” M cross over pipe clamps( K2 ). 

B 



6 

7 








Angle iron stud front flue sheets. 

B 



7 

8 








Badge plate under fire door. 

B 



8 

9 








Bench mark f 

B 



9 

10 








Sell stand. 

B 



10 

JlL 








3oiler pad (single sheet!. 

B 



ii 

JL£ 








" " (double sheet). 

B 



12 

JL2 








” clamp stud in mud bar. 

B 



13 

14 








" check 9tud (in boiler or flange)# 

c 



14 . 

JL5 








Bridge. casting support. 

B 



15 









" pipe valve. 

B 



16 

17 








Blower valve rigging. 

B 



17 

J8_ 








Brake valve bracket. 

B 



18- 

JL2 








Sab stiffener brace. 

B 



19 

>20 








” saddle. 

B 



— 

2]. 

21 








Cock extension lock nut. 

B 



£2 








Drip pan. 

B 



22 

23 








Expansion brace back head (DIO tvpel. 

B 



23 

24 








Fire dogr frame. 

B 



24 

25 








Drip iron on back or side"of boiler. 

3 



25 

26 








Irate support. 

B 



26 

27 








Hand rail column base. 

B 



27 

28 








[Hip .ioint casting. 

B 



28 

29 








)Iniector pine clamp in boiler. 

3 



29 

,30 








” support. 

B 



30 

31 








" cross over pipe. 

B 



31 

32 








" waste pipe clamp, 1 

3 



32 

33 








Jacket angle or strip. 

E 



33 

34 








” collar. 

B 8 




35 








Lubricator support. 

3 



35 

SSL. 








Pressure gauge stand. 

3 S 



36 

37 








Rev, lever quad.ful’c pr rch. rod p;rdJ 

B | 



37 

,30 








binning board bracket. 

B 



38 

39 








Band box base. 

B 



39 

40 








" " step. 

B I 



40 

41 








" ” operating rod base- . 

B 


41 

Jl2 . 








Safety valve elbow. 

B 


42 

42 








Supplemental dome. j. 

- B f 

-j - 

42 

44 








shaker grate post bearing. 

3 

1 

44 

45 








rhrottle stuffing box ordever fulcr.j 

. B 

1 

1 - 

45 

46 








fallow pipe clamp. j 

— B J 


46 

47 








)fe3h out plate in plate.or flange . j 

A 1 



47 









" M " ” boiler. | 

? | 



46 

49 








Zhlstle connection studs. 1 

B 








L 




Dome can stud. ! 

B 



50 


415 






























































































































































1-B7 


MP-l-PW-A. 

PENNSYLVANIA RAILROAD CO 


ENG. NO. 


SHOP. ISSUED 3Y GANG FOREMAN. S.O. 


GEM 

NO. 

PCS. 

-L-—.'.. t- ■ —~ .. -- 

WHISTLE AND SAFETY VALVES-REMOVE AND REPLACE. 

WHISTLE AND SAFETY VALVE C0NNECTI0NS-R£R,KEP.&FI7 UP. 
WHISTLE SHUT OFF VALVES R&H-REPAIR AND FIT UP NEW. 

3 BOLT 

10NNEC 

TION. 

4 BOLT 

CONNEC 

TION. 

AMOUNT 

ITEM 



WHISTLE. WHISTLE CONNECTIONS ETC. 






I 


Whistle remove. 

.127 

.127 



1 

2 


" extension remove. 





2 

3 


" elbow connection remove. 

.212 

.212 



.15 

4 


" ” " replace including joint. 

.174 

.232 



4 

S 


" extension replace. 





5 

6 


'* replace. 

.085 

.085 



6 

7 


Connection joint srrind dome face. 

.127 

.127 



7 

6 


'* ” •' connection face. 

.127 

.127 



8 

. 9 


"frrind to extension. 

,127 

.127 



9 

10 


" fit up new except shut off valve (D16 tvpe). 





10 

11 


•• .* ’• •• « (H6a " ). 

- 

_ 



11 

12 


ii ii •» it ii ii it it | » | 


_ 



n 

13 


'* retap hole each. 


— 



13 

14 


Whistle extension fit up new. 

_ 

- 




IS 


Shut off valve, bonnet and stem remove. 





15 

IS 


" ” " stem remove from bonnet. 

_ 




If 

17 


*• M *• add to item 16 to renew 1 or more parts 

. - 

- 



17 

18 


" ” '* frrind valve. 

.148 

.148 



ie 

19 


*’ *’ " assemble 3tem etc. in bonnet inc.pack. 





i? 

20 


” ” " bonnet and stem replace in body. 

- 

- 



2 Q 

21 


.. handle renew (N.O.W. ). 

- 

_ 



21 

22 


.. repack (N.O.W. K 

.042 

.042 



22 

25 


” " ” spot or face bonnet joint to connection. 

- 

- 



23 ' 

24 


Whistle or bell cord replace on emine. 

_ 

_ 



24 

25 


” cord fruide on boiler or dome remove. 

- 

• 



25 

26 


•• " " •• ” " " replace. 

- 

- 



25 

27 







2 ? 



SAFETY VALVE CONNECTIONS. 






28 


Safety valve remove from connection each. 

.105 

.105 



28 

22 


" ” connection remove 

f 2l2 

.212 



29 

.30 


" M bushing remove from dome or cap. 





30 

21 


" *» . " screw in docno or cap inc.rivet. 

.10 

.10 



31 



" " 'connection inc. ,ioint xeolace on side dome. 

.509 

.509 



32 

3? 


" ” replace each. . 

-105 

..105 



33 

34 


" connection joint frrind dome face. 

.572 

.572 



34 

55 


" V . " ” " connection face. 

.191 

.191 



35 

36 


' ” ” fit up new inc. layout for studi 

• ' 




36 

37 


” '*'• copper joint make new. 

— 




37 

38 







38 



REPAIRS TO DOME OR ROOF SHEETS. 


- 




39 


Whistle con.layout new sheet including stud holes(all). 

_ 

_ 



39 

40 


0 *' drill new sheet for connection oponirvr. 

_ 

• _ 



40 

41 


” ” ball new sheet for connection joint. 

.827 

.827 



41 

42 


" " reball sheet for connection joint. 


- 



42 

43 


Saf. val. con.layout new sheet including* stud holest all). 

- 

- 



43 

44 


" ” ” drill new sheet for connection opening. 

- 

- 



44 

45 


11 ” '* * ball new sheet for connection joint. 

.827 

.827 



45 

46 


" '■ ” reball sheet for connection joint. 

_ 

- 



46 

47 







r f7 

48 


Stud screw out old. 

- 

- 



46 

49 


” procure and screw in new. 

.023 

.023 



49 

50 


” cut or drill out. 

.069 

.069 

*4 


50 

5iL 


” tap new hole. 

.056 

.056 



51 

52 


" retapold hole. 

.056 

.056 



52 

53 


" recut with die. 




53 



” apply each Includ inf? drill and tap. 

.148 

.14811 


54 





~^f- 











_ 









NOTBi-ltem 42 & 46 to be paid day work on authority of 

‘foreman. * TOTAL:- 






























































































4 - 6-15 


MP-l-PW-A.E.S. 

1-B8 RAISED (1) PENNSYLVANIA RAILROAD CO. EKO.NO. 


SHOP. ISSUED BY _ GANG FOREMAN. S.O. 


ITEl 

NO. 

PCS. 

THROTTLE VALVE, CHAMBER A- DRY PIPE.-R.& H. 
TEST - DRY & STEAM PIPES. 

A4 

34 

113 

Dl3c 

36-B6 
Diets 
b ty 
F ty 
H6tV 

5 H8 

7 H9 
: K2ty 

amount 

ITEM 



— REMOVE. 









1 


Dome casino remove.inc. fillin'? piece. 

.106 

.10( 

: .106 

.10< 

31.106 



1 

2 


" cap rempve. 

,233 

,23? 

! ,233 

.23' 

3,233 



2 

JL 


" top casting (H3-D13c old) remove. 

X 

,51' 

,519 

X 

X 



3 

4 


Throttle valve remove. 

.054 

.021 

.054 

.05/ 

1.054 



4 

5 


" " chamber remove. 

.338 

.141 

.338 

,33( 

3.338 



5 



" " lift rodAbell crank remove. 

.043 

.04C 

.043 

.04* 

5.043 



6 

7 


. ” rod remove from boilerfflues in). 

.148 

,14f 

.148 

,14f 

3.148 



7 . 



" " ” " " ' f fines nut.). 

,148 

,146 

,148 

.14( 

3,148 



8 

9 


r * " cut off when necesoarv. 



_ 

_ 




9 

KL 


" ” clean when necessarv for rem'vl. 

.106 

,10f 

.106 

.106 

i -106 



10 

JLL 


" " .law R&Rfrod not removed )(N.0.)7. ) 








11 

12 


Stand nine remove (combined tvpo). 


,38 



.804 



12 

i3 


H " " ( other types ). 

.233 

.23,1 

.466 

.46f 

;.466 



13 

14 


" ” brace remove from boiler. 

.233 

.23,1 

.233 

.23,1 

-233 



14 

15 


.Dry pipe remove from boiler inc.brace cap. 

.212 

,212 

,212 

,212 

.212 



15 



.” brace remove from boiler each. 

,212 

,212 

.212 

.212 

.212 



16 

17 


Fluo head stiffening ring removo (fiuoe in). 

,212 

.212 

.212 

,212 

.212 



17 

18 


” " ” " ** ( flues nut). 

.212 

.212 

.212 

.212 

.212 



18 

19 


Internalsuuulypipe A olampforlubricator ®sec. 

T 

T 

TC 

-10ft 

-10ft 



19 



.-REPLACE.~ 









20 


Flue head stiff.ring: erect & secure( flues in) 

,519 

.519 

.519 

.519 

.519 



20 

21 


” " ” ” " " " (flues out) 

•266 

.286 

.286 

,.286 

.286 



21 

-2£. 


Dry pipe brace,layout boiler per brace. 








22 

22 


" " ” rivet holes drill each. 

.053 

.053 

.053 

- 053 

-053 



23 

24 


" " " erect & bolt to rivet per bra. 

.403 

.403 

.403 

,403 

-403 



24 

25 


" " place in boiler inc.secure to brace. 

-297 

. 2Q7 

-297 

.297 

-297 



25 

?6 


Stand pipe brace.lavout boiler per brace. 








26 

27 


" " '* rivet holes drill each. 

.053 

.053 

-053 

. 053 

-053 



27 

?8 


" ” " Greet L bolt to rivet per br 

.297 

,297 

,297 

,297 

,297 



26 

29 


Stand pipe erect & secure (combined type). 


.541 



.791 



29 

30 


" " " ” (other types'): 

,276 

.276 

.477 

.477 

.477 



30 

31 


Throt.rod erect in position. 

.17 

,17 

*17 

,17 

,17 



31 

32 


" vai.Iift rod A bell crank eroct Acon’ct. 

.17 

.17 

.17 

.17 

.17 



32 

33 


'* " chamber erect and secure. 

*314 

.265 

,042 

,314 

.314 

.314 



33 

34 


" " erect and adjust. 

.089 

,099 

,089 

.089 



34 

35 


" M ricr.or chamber kevs fit up new each. 


_ 






35 

36 


Dome top castInfr(H3-D13c old)erect <?-. secure. 

X 

L049 

L049 

X 

X 



26 

37 


" cap erect and secpre. 

,307 

,307 

,307 

.307 

.307 



37 

38 


” casing: erect A* secure inc. filling piece. 

.265 

.265 

.265 

.265 

.265 



38 

39 


Internaleupplypipe A clampfor lubricator ©see 

X 

X 

X 

.212 

.212 



39 



TESTING - DRY AND STEAM PIPES. 









40 


Exhaust nozzle BAR for blocking: .(second tirrw) 

.053 

.053 

.053 

.053 

.053 



40 

41 


31ock openings, in drv pipe to test flues(8upr) 


_ 



.307 



4 1 . 

42 

] 

Fill boiler & pipes with water for testing. 

_ 

- 

- 

- 




42 

43 


Pest pipes including- D.&C. pressure hose. 

.276 

.276 

,276 

.276 

.276 



43 

44 


Block stand pipe for testing- dry pipe. 





mJ 



44 

45 


llamD throttle valve for testing: dry pipe. 


.. 

_ 

_ 

• 



45 



TEE HEAD OR "E" TYPE FLANGE. . 









4ft 

1 

Tee head remove. 

.329 

.329 


o322 

.329 



46 

47 


H " erect arri secure. 

.223 

, 223 

.223 

.3f>7 




47 

48 


Dry pipe flange H E" type remove. 

X 

X 

x ... 


X 



48 

49 


w H •» *» " erect and a enure. 

X 

X 

X 

^221 

X 



49 














































































TOTAL :- 





417 


Piece Work 14 




































































































































MP-l-PW-A. 

PEH1TS YL VAN IA RAILROAD CO. 


2-15-15 

1-B9 


DIG. IIO. 


SHOP. ISSUED BY_GANG FOREMAN. S.O. 


im 

NO. 

PCS. 

THROTTLE VALVE. CHAMBER ft DRY PIPES. 

GRIND JOINTS .REPAIR ft FIT UP NEW. 

A4 

B4 

H3 

D13c 

D16 

IF 

IS 

H 6 ty 

H 8 

H9 

K 2 ty. 

AMOUNT 

ITEM 



REPAIR JOINTS. 









i 


Fine sheet layout for stiffening rin/r. 

_ 

_ 

I - ' 

_ 

- 



1 

2 


" " drill in position for stiff, rin^r. 

- 

- 

- 

- 

- 



2 

3 


” '* rehall in position for drv pipe. 

1,166 

L166 

| 1 H 66 

L166 

L15F 



3 

4 


" " .ioint seat natch per nlu*r. 

.07 

.07 

.07 

.07 

.07 



4 



Done and pipe joints patch per nlu£r. 

.07 

.07 

.07 

.07 

.07 



r. 

wL- 

6 


»i »i tt ii it it ^n > 


- 

- 

- 

- 



6 

7 


n copper t 1 oint have annealod or renew. 

.095 

. 09 ; 

.095 

.093 

.093 



7 

5 










8 



GRIND JOINTS. 



! 






9 


Drv nine tc flue sheet (when sheet reamed). 

lr02§ 

L,Q2^ 

L166 

L.16f 

L166 



9 

10 


" " " n '* {when sheet not reamed-). 

1028 

1.028! 

M 

L.156 

LJ55. 



10 



Stand,nine-to drv pinefnino in rosition). 


.DO! 



** 



li 

12 


" " ” " M (pipe removed). 

_ 

u901 

— 

_ 




12 

IS 



.45 


i .45 

.45 

.45 



-L2 

14 


M " " " dry " (pipe removed). 

.451 

X 

.451 

.451 

.451 



14 

15 


" ’* " " " (nine in nosit ion). 

.451 

X 

.451 

.451 

.451 



15 

16 


Throttle chamber .Ioint to stand nine. 

-403 

.405 

.53 

.477 

.477 



16 

17 


" " " " throttle chamber. 

.403 

.403 

.53 

,47,7 

,477 




18 


" valve to chamber (when laced at machine). 

i«9m 

„70 

^7Qj 


.Dm 



1S 

19 ~ 


H " " ” (when not " " 1. 

.901 

.70 

.70 


Mwim 


19 

20 


Dome top casting to dome (H3-D13c ol£)* 


.191 

.191 

K 

n 



20 

21 


Tee head prind to dry nine (pine removed). 

^635- 

■ 636 


v h 636 

.636 




22 


idd to items 18&19 ®rrind throttle val.fD16-ty 



t 201 





22 



REPAIRS. 









2s; 


Drv nine fit un new (eolid type!. 








23 

-24- 


" •• collar remove from nipo. 








^4 

25 


" " " procure new. 





^, 



25 

-2fc 


H " " .lavout have drilled for riv’t, 

3 







26 

£Z 


" " ir " apply to pipe for riveting. 





— 

— 


27 

28 


.1 •• .• rivet " " . 

_ 

_ 

_ 

- 

- 



2§ 

22J 


" " " caulk. 

_ 

— 


_ 

- 



29 

5Q 


” " •* rivet renew each (N.O.W. ). 


_ 






30 

£L 


i» H test inc. D.A-C. hose and fill. 

.276 

.276 

.276 

.276 

,2761 



31 

32 


nrv ■nine brace fit un nev body section 








32 

23 

[ «» »« n If it it *• 

- 

- 

_ 

- 

- 



33 

34 


” " " old refit to new nine. 








34 

3£ 


Stand pipe fit up new Inc.lay out(comb.type), 





_ 



35 

2£ 


... " " " " " " " "(other types! 








56 

-37. 


" " brace fit up new body section. 

_ 



_ 

_ 



37 



_!!_ - _’■ hook bolt fit up new. 

_ 

- 


_ 

- 



38 

JZL 


_ " "and dry pipe damn collar fit un. 

_ 


_ 


„ 



39 



" _Hlae line per liner._ 








140 

4i 


Throttle valve chamber fit up new inc.layout. 








41 

42- 


procure new, 



— i 





42 

43 


" H lift rod repaired. 

_ 







43 



?—* bell crack repaired. 





|J 



44 

-44., 


!—!!-1 1 " "f 11*10 now inc. layouOJ: 








45 

4£ 


—__ L _ lift rod fit un inc.layout. 








46 

17 


—-- rod renair with new end. 




— , 




47 

48 


H " .law fit un new each. 





~ 



48 



" " fit un new including lavout. 

.922 

^222. 

.922 

.92? 

■ 922 



49 

5£L 


Flue sheet stiff.ring fit un new inc.lavout. 

. 5fl3 

. 553 

r 563 

.RR3 

lRR3 



50 

51 


- - -Jteam pipe flange (E-tv! fit up . 








■—mV ,, 

51 

.52.. 


Dome ton castine:(H3-DI3c old)lavout to drill. 




_ 

_ 



52 

£3. 


Stand pipe throt.chamber bell crank ft If ft. 



_ 

_ 




53 



-god assemble and fit (on floor). 

_ 

_ 






—y-*ig 

£4. 

4 

Assemble dryftstand nine on floor for test. 








54 

55 

f 

Teat dry and std.nine on floor inc.I&C.hose. 

.276 

.276 

.276 

.276 

.276 



55 

56 

r 

Phrottle glffglry pin help ream, each. 

J43.I 

.145 

JL43 

.143 

Ll43 



—. 

56 


TOTAL:- 


418 


















































































































































« 


2-1S-U IfP-l-FW-i. 

1-310 Pennsylvania railroad CO. ERO.RO. 





SHOP 

. ISSUED BY GANG FOREMAN 

. S.O 



prat 

NQ 


THROTTLE LEVER, STUFFING BOX AND fiiGGING. 





PCS. 


REMOVE-REPLACE-REPAIR-FIT UP NEW. 

RATE 

AMOUNT 

ITEM 



REMOTE AND REPLACE. 





2 


Throttle lever off. 

.117 



'l 

2 


•» 

ft 

fulcrum off. 




2 

S 


»? 

ft 

” base off. 

.053 



3 

4 


It 

• t 

rigging off (B4a-D13c). 

.466 



4 

5 


ft 

»» 

" f Dl6-Fla HB) 

.466 



5 

6 


tt 

ft 

" shaft support off (Di6-FlaH5) 

.42 



8 

2 


ft 

tt 

" " • base off (Di6-FlaH5) 




7 

e 


ft 

gland and packing* off. 




8 

2 


•I 

Stuffing box off. 

.488 



9 

io 


Throttle stuffing box replace including .ioint. 

i.108 



10 

11 


fl 

gland and -packing replace. 

.085 



11 

12 


ft 

lever rigging shaft support replace (D16-FlaH5) 

.318 



12 

13 


•» 


" " replace. ( " " H5) 




13 



•t 

It 

!" replace. f " ’• H5) 

.318 



14 

15 


H 

tt 

" " (B4-D13C H5) 

.318 



15 

W 


l» 

l« 

fulcrum base replace. 

.159 



16 

17 


ft 

M 

" replace. 

.117 



17 

18 


tt 

M 

hav£ reset- to clear cab fittings. 




18 

,19 


M 

tt 

replace and secure. 

.127 



19 

20 


91 

»» 

quadrai^; appB,y.ream and pin to rod. 




20 

21 


ft 

»» 

" ^ fit k apply to shaft supportf D16-F1&1 




2 i 

2? 


« 

rigging R.& R. temporary for boiler testw f " •* V 

.609 1 



22 

23 



lever R.& R. " " 

.244 



23 

24 


ft 

rod repack {N.O.lf. ). 

.085 1 



24 



riggij/g etc.- 

REPAIRS AND FIT NEW. 





25 


Back head new. 

, drill throttle rod opening. 

— 



25 

26 


If 

ft ft 

layout for stuff box studs fall). 

1 



26 

27 


ft 

•< •» 

ball for stuff box joint. 

1 .06 



27 

28 


•t 

" old 

reball for stuff box .joint. 

1.06 



26 

29 


Throttle stuff box .ioint grind boiler face*^ 




29 

50 


ft 

«« 

7 fit up new inc. lav out. 

_ 



30 

51 


Throttle gland fit up new inc. lav out (X3622-B4a type). 

_ 



31 

32 


ft 

ft 

” " " " «» tt ( a u other tvoe). 

- 



32 

33 



tt 

repair or have repaired. 

_ 



33 

34 


Throttle lever fulcrum fit up new inc.layout. 




34 

55 


If 

ft 

" base fit up new inc. lay out. 




36 

3? 


tt 

tt 

7 _and base Pin renew inc. ream. .. 

_ 




57 


Throttle lever rigging repair complete!gen.renalrs )( 34-D13c ), 

_ 



37 

38 


r ft 

•i 

•V " ( " i" ) ( D16-Fla ), 

_ 



36 

59 


•f 

M 

»• fit up new connecting rad per section. 

- 



39 

40 


Throt. lev. rig. shaft fit up new inc.layout & h&vo drilled. 

_ 



40 

41 


If 

• t It 

. n support fit up new inc. lav out. 

_ 



41 

42 


H 

M II . 

'• am fit up new. 

- 



42 

45 


tt 

M tt 

intermediate lever fit up now. 

- 



43 

44 


ft 

ft ft 

shaft support base ( center) fit up new. 

- 



44 

45 


ft 

If It 

" ” " (comer) ** n ” 

- 



45 



THROTTLE LEVER - REPAIRS AND FIT UP HEW PARTS, 





43 


Lever .take apart.examine and order rer>air parts.._ 

- 



46 

47 


If 

pin or bolt renew each inc.roam hole. 

- 



47 

4R 


if 

handle repair old.. 

_ 



4§ 

49 


»t 

" fit up new. 

- 



49 

50 


It 


_ 



50'. 

51 


ft 

M 

fit up nevr« .. 

- I 



51 

52 


If 

catch fit 'up new or repair old. 

- L 



52 

52 


It 

" spring rod and lug fit up new, 

- 



53 

54 


1! 

•» rod guide bolt fit up new per guide._ 

- 



,54 

.55 


M 

tt fl 

' have repaired with new end. 

- 



55 

56 


H 

» t» 

fit up new inc, lay out. 

- 



56 

JSt3Z - 

57 

I 

.owr havfi ro-nal red with new end and refit. 

-j-Q&a. 



57 

58 


If 

fit up new (lever only) Dl6-Fla type* 

- 



56 

59 


ft 

»* tt 

" •* •• all other types. 

- J 



59 

, . 

AO 


ft 

nttftflTnblft and ad tust ail parts complete. 




60 

TOTAL:- 





419 
































































































































2*» 16—15 MP-l-PW-A. E. S« 

1-B11 REVISED (1) FENNSYLVAKIA RAILROAD CO. EKG.ITO. 


SHOP. , ISSUED 3Y_ GANG FOREMAN. S.O. 


rPEji 

NO. 

PCS. 

—BRIDGE PIPES- 

REMOVE AED REPLACE. 

B4 

JI3 

A3 

37a 

D13c 

D16 

fla 

CL4b 

B8-A4 

F3c 

E-H6 

H8ty 

K2ty 

Old 

S^le 

G4 

Crac. 

AMOUNT 

ITEM 



STRIP. 




14605 




1 


3. P. cast. reraovo from bridge nine. (H3 tv) 

- 

X 

• X 

X 



1 

2 


" " back section remove (cab on). " " 

1625 

X 

X 




2 

3 


>. «• " .. •» {cab off). " " 

i625 

X 

X 

- 



3 

4 


" " In domo remove including nuts and elbow " " 

,212 

X 

X 

.212 



4 

5 


" " screw out of dome. " " 


X 

X 

X 



.J5 

6 


"/ " cut out of domo and clean threads " " 



X 

X 




7 


” " & cast.rem.exccnt dome connection! cab on)D13" 

X 

.625 

X 

X 



7 

8 


" " " *’ " ’• " (cab pff) " ” 

X 

.625 

X 

X 



0 

9 


" " remove dome connection. M M 

X. 


X 

X 



9 

10 


" " val.&cast.rom.from boiler conic. (cab on) K6a n 

X 

X 

• 62F 

X 



10 

11 


i» *1 •* n >e *» »» if if ^ off) " 11 

X 

X 

•62E 

X 



11 

12 


" " disconnect at dome&sup.&rem. cab on old K6 " 

X 

X 

X 

.625 



1? 

13 


11 *1 n ii '* 11 ' if *• »• ti Q-ff <» ii fi 

X 

X 

X 

.625 



13 

14 


" " " flanrre joint. 



X 

_ 



14 

15 


" " " screw joint. 

_ 

X 

X 

X 



15 

16 


" " remove flange from pipe. 

_ 

_ 


... 



16 

17 


" " castlnr: sunnort disconnect from boiler. 







1,7 

10 


” " remove (N.O.W. U 







19 

19 


it M valve extension off. 

X 

X 

,O0£ 

X 11 


19 

20 


" " " or whistle base tee remove (X.C.W. ). 

X 






20 

21 


" " internal tvne remove Inc. damns( front section) 

X 

X 

.10f 

X 



21 

22 


11 n 11 11 w 11 11 (back " ) 

X 

X 

,10f 

X 



22 

23 


" " nipple screw nut of valve or casting-. 




_ 



23 

24 









24 



EBJiCT. 








25 


B.P. screw in dome. (113-tyj 

1*17 

X 

X 

.212 



25 

26 


" " in dome erect including- nuts and elbow " " 

,53 

X 

X 

.424 



26 

27 


back section erect and secure (cab'on). " " 


X 

X 




27 

20 


" " " " > » " " (cab off). " " 


X 

X 





28 

20 


" " casting erect and secure to bridge ni-oe. " " 

,300 

X. 

X 

X 



29 

30 


" " screw in dome. (D13 ") 

x 


X 

.212 



30 

31 


" " fc. casting & valve erect( except #30). (D13c " ) 

X 

.305 

X 

X 



31 

32 


" " internal back section erect inc.clamps(HGa ") 

X 

X 

,21?, 

X j 



32 

33 


" " " P. sec. erect Inc. claran&S-con. flange " " 

X 

X 

,212 

X 



33 

34 


" " cast.&val.erectssocure comnIet(cab on). " " 

X 

X 

.509 

X 



34 

35 


it ii it ii 11 11 it •• «i ( } if •* 

X 

X 

,509 

X 



36 

36 


" " erect front sec.inc.vaive&whistle tee (116 " ) 

T 

T 

r 




36 

37 


" " " back " " support! cab on). " *• 

X 

X 

X 

.308 



37 

38 


.» it f. 11 •• 11 ti (cab off). " " 

X 

X 

X 

.300 



38 

3? 


" " support erect (H.Q.W. L. 

,191 

.191 

.191 

.191 



39 

40 


" " valve extension reniace. 

X 

x 

»O05 

X 



40 

41 


" " "or whistle base tee reniace gasket!N.O.W. }. 

X 

•265 

X 

.265 



41 

42 


'* " flartfro screw cm nine. 

,135 

.130 

,130 

.130 



4? 

43 


" ** connect sdrew joint (except dome). 


.212 

X 

.212 



43 

44 


" " " flange joint inc.g-asket and bolt. 

.285 

.265 

-X 

.265 



44 

45 


" M nipple screw in casting-. 

X 

x 

,106 

.206 



46 

46 


" " valve screw on nine. 

► 254 

.286 

,106 r 

.212 u 



46 

47 


" ’V gasket renew in flange Joint N.O.W. 

,265 

,265 

X 

.265 



47 

4S 


" " " fit up new. 

- 



.053 



48 






































































































TOTAL:- 





420 





































































































4 



421 


TOTAL: 







































































































































































o 

• o 

" p 

rH ^ 
I 


Si 


Q 

03 

>—i 


S' 

€1 1 





a 

CD 

4J 

« 




Tj 

rH 

4J 




ct 

C 

•r 

r 



C3 

rQ 

£ 



« 

•C 

V 

P 




T3 

0 

E 



R 

C 

Vi 

O 



•th 

c2 


V 



r-H 


X 

Vi 


• 

rH 

X 

0 



o 

*H 

O 

& 

• 


B cn 

*3 


CD 

a; 

* 

• 

p-4 


O 



CQ 

p 

X 


cc 


<3, 

0 

Q 


• 


0 P< 



CO 

0 


Eh 

<*-> 

CD 

v> 

R 

•H 

*• 

0 0 

P 

O 

p 



Ini £z; 

0 

4-^ 

0 

£ 


K 




CD 


0 Pi 

> 

*> 

> 

R 


fc ^ 

ctf 


rt 

CD 



rH 

Vi 

rH 

U 


£o Eh 





-1 

HH 

1 Cx« 

t 





sg 1 

cn 

1 

r 

r 

•* 

§ 

rH 

►H « 
P* HH 

<n 




O 

< 






2 Pi 

0 





w 

'd 





w 5 

c 

•» 

r 

r*“i 

«- 

Eh 

0 



R 


CO 

X 



P 



R 






CD 












cd 






O 






,c 






v< 






0 






p 

“ 

n 


r 


& 





. 0*3 






O O 

52; Pi 






* 

rH 

c\t 

1 

to 


lO 


422 


# NOTE:- Item 17 allowed only on authority of Foreman 






































































































































































































11 11 1915 


MP-l-PW-A. E.S. 

1“BlT REVISED (2) PENNSYLVANIA RAILROAD CO EPC.NO 


SHOP. ISSUED BY___ GANG FOREMAN. S.O. 


my 

NO. 

PCS. 

STEAM PIPE COVERS - FRONT END DAMPER. 

SUPER HEATER LOCOMOTIVES. 

STRIP - ERECT - REPAIR & FIT UP NEW PARTS. 

bl6gt 

)l6«d 

M 

E3ed 

25* 

I? 

Rty 

LI? 

f - “ . 

AMOUNT 

ITEM 



STRIP. 







l 


Steam pipe jacket remove. 

.12 

.12 

,12 



1 

2 


” " asbestos retaining elates remove.per side. 

,10 

^12 

»13 



2 

3 


" " " - filling remove. " 

.07 

.07 

,07 



3 

4 


" " cover (outside of smoke box) remove. 

.10 

.11 

,13 



4 

5 


” " »"• ring cut off smoke box. 


- 




5 

6 


Damper cylinder arm remove. 

_ 

_ 

_ 



6 

7 


" shaft arm and counterweight remove. 

_ 

- 

- 



- 7 

8 


" " " M connecting-link *» 


■ 





9 


" cylinder remove from bracket. 

.135 

.135 

.135 



9 

10 


" shaft apd damper remove. 

_ 





10 

11 


" " bracket remove. 

- 

- 

- 



11 . 

12 


" " and cylinder bracket remove. 

.135 

.135 

.135 



12 

13 


" cylinder supply pine remove. 

.026 

.026 

,026 



13 

14 


Rivets cut out of reinforcing plate . per rivet. 






14 

15 


Steam pipe f magnesia!outside of smoke boxlremoved. 

.in 

.10 

r in 



15 



ERECT. 







16 


Damper shaft and cylinder bracket erect and bolt. 

.205 

.205 

.205 



16 

17 


" bracket erect and bolt. 

_ 


_ 



17 

18 


and shaft replace. (old) 

- 

- 

- 



19 

19 


" cylinder erect and bolt on bracket. 

,205 

.205 

,205 



19 

20 


" '* arm erect and secure. 






30 

21 


" » shaft aim and counterweight replace. 

_ 


•• 



21 

22 


" " " connecting link replace. 

_ 

_ 

_ 



22 

33 


" cylinder supply- pipe replace. 

.095 

.095 

.095 



23 

24 


Steam pipe cover erect and bolt on cover ring. 

.25 

.30 

.38 



24 

25 


”, " asbestos retaining plates replace.per side 

.30 

.35 

di2 



25 

21? 


" '* ” filling replace. 

.07 

.07 

.07 



26 

27 


"” jacket erect and secure. 

rl6 

.15 

.16 



27 

29 


H " cover rins tap holes r each. 

.035 

.035 

,035 



28 

.2? 


H " " . rivet holes in.S box counters inkea. 

,021 

.021 

.021 



29 

30 


" " H calk complete. 

— . . 





30 


1 

1 FIT UP NSW & REPAIR. 







31 


Steam pipe cover Tin#, lav off to drill. 

- 

- 

_ 



31 

32 


** ” " .. .. >• nrnfi ke box for. 

-10 

,10 

.12 



32 

33 


" ’’ rt " drill holes*in s-box ea. 

.053 

,053 

.053 



33 

34 


- " " " . " diamond point opening per 1" 

_ 





•34 

35 


n " " "cut opening with acetvlene per l" 

* - - 

- 

- 



35 

36 


”- " " "new fit to smoke box. 


- 

- 



36 

37 


" " " "up and bolted for riveting. 

.08 

,08 

.10 



37 

.39 


" " " "rivet to smoke box.inol.calk. 






36 

39 


Steam pipe cover make new except layout for ring. 

mi 

- 

_ 



39 

40 


" " " fit and lavout ring baits. 

,75 

.91 

,90 



40 

41 


" " jacket procure and fit new. 






41 

42 


n " " -make new except fit to place. 

- 

- 

- 



42 

4? 


" ” asbestos retaining plates fit up per pair. 

*§25 

.37 

.465 



43 

44 


Daiqper shaft bracket fit up new inc. layout. 






44 

45 


" n and cvl.bracket fit up inc.lavout. 

.23 

.23 

.23 



45 

J6 


" procure ar.d fit new. 






4ft 

47 


" make except fit to place. 


- 

- 



47 

49 


" shaft procure and fit up new. 

- 

~ 

-■ 



49 

49 


" " arm procure and fit up new. 

- 

- 

— 



49 

50 


" " " 'con. link procure and fit up new. 

- 

_ 

- 



50 

rTt 


" cylinder take to afid from repair department t 

- 

- 

- 



52. 

52 


" T * pupply -pipe have repaired. 

- 

- 

- 



53 








6a 

F.4 

' * 

>rill damner cylinder bracket bolt holes each. 

,047 

.047 

.047 



54 

55 


w . header euuport bolt holes each. 

,053 

.053 

,053 



55 

5£. 


" damper shaft hole. each. 

.085 

.095 

,085 



56 

57 


" " " bearing bolt hole. each. 

.053 

,053 

,053 



57 

58 

j 

itoam pine magnesia(outsido of smoke box)replace. 

t 15 

.15 

,15 



58 

TOTAL:- 





423 
























































































































' 5 MP-l-PW-A. 

1-C3 PENNSYLVANIA RAILROAD CO. ENG.NO. 


SHOP. ISSUED BY_GANG. S.O. 


ITEM 

NO. 

PCS. 

EIRE EXTINGUISHER - HOSE BOX - 

METAL CAB BACKS - CAB FRONT VENTILATOR. 

REMOVE - REPLACE - FIT UP & REPAIR. 

9 \J • 

RATE 

AMOUNT 

ITEM 



FIRE EXTINGUISHER. 





1 


Fire extinguisher remove. 

.095 



1 

2 


" " Bracket remove. 

.047 



2 

3 


" " lav out holes for location. 




3 

4 


M " drill and tap holes each. 

.104 



4 

5 


" *• drill out Broken Bolt, retan hole. 

.104 



5 

6 


■ n Bracket fit un new inc. lav out. 




6 

7 


" " " repair. 




7 

e 


" n ’* erect and Bolt on fpnrflfi., 

.042 



8 

9 


” " erect and Bolt on Bracket. 

.117 



9 

10 


" " test including R.&R. one section hose. 




10 



FIRE HOSE BOX. 





ii 


Hose remove from Box and store. 

_ 



11 

12 


" Box remove from run Board. 

.066 



12 

}3 


'* M lay out rap Board for locatipn. 

.191 



13- 

14 


" " chin or drill holes in run Board ner hole. 

.047 



14 

15 


" " erect and secure on run Board. 

.117 



15 

16 


" " latch hook ren^w. 




16 

17 


" M renair per rivet. 

_ 



17 

16 


M " natch ner rivet including all work. 




18 

.12 


” " Bolt to run Board renew ner Bolt (N.O.W.). 

.021 



19 

2Q 


" " tighten to run Board (N.O.W. ). 




20 



METAL CAB BACK - H3 & D13c Type. 





21 


CaB Back (metal nortion) off Baek head and caB. 

.316 



21 



" " smoke shield Bheet off» 




22 

23 


” ” angle Iron off Back head ner section. 

.023 



23 

24 


n ” n " fit .lay out. have drilled ner Section. 

.023 



24 

25 


" " (metal nortion) new in position lay out to munch. 

.17 



29 

26 


" " angle erect and secure to Back head per section. 

.085 | 



26 

27 


” " (metal nortion) erect and secure. (*1-T2 

.873 | 



27 

$8 


CaB Brace Boiler to cab, remove. 

_ 



28 

29 


" " ” '• " replace. 

.085. 



29 

20 


" " fit up new. 

.064 



30 



CAB FRONT METAL VENTILATOR & RIGGING. 





31 


Vent.and rigging off caB front ner side. # 

.053 



31 

32 


" plate fit un new including R.&R. fixtures. 




92 

33 


" shaft fit up new. 




.3.3 

94 


" " Bearings fit up new each. 

- 



34 

95 


" and rigging assemble erect and ad.tust ner side. 

.191 



35 

36 


" hinge lug in cab saddle fit up new. 




36 

97 


" M or fixtures renew ner rivet. 

- 



37 

96 


" operating lever.crank or connecting rod fit un new. 




38 

39 


" rigging fit up new, complete, per side. 

.222 



39 

40 






40 

41 


CaB Back smoke shield sheet erect and secure. 

_ 



41 

4# 






42 

49 


#Allow additional to item 31 for D13 & D16 type only. 

.085 



43 

44 


Fire extin^-nisher oracket stud renewed(ccrap) N.O.W. 

.127 



44 

45 


" " " bolt removed each. N.O.W. 

.058 



45 

46 


” " " Dolt replacedtinc ream ea. )N.0.W. 

.117 



46 

47 


" " valve or hose connection replaced each.N.O.W 

.117 



47 

4fi 


JL" cap R & R.N.O.W. 

.042 



48 
























































TOTAL:- 1 





424 

































































































425 


TOTAL: 











































































































































































12 IS ISIS 


1IP-1-F&-A. 

PENNSYLVANIA RAILROAD CO. 


1-C7 


ENG* NO* 


SHOP. ISSUED BY_ GANG. S.O. 


ITBS 

NO. 

PCS. 

HIP CASTINGS & JACKET ANGLE IRONS AND STRIPS. 

STRIP - PIT - ERECT. 

B4a 
D13o 
EL 4 
53-ty 
B7 

A4-B8 

Dl6t^ 

F- ” 
H6 " 

E6 

K2 

HB 

AMOUNT 

[TEM 



STRIP - HIP CASTINGS. 







1 


Kip cast ins: side section off each (crane). 

.L7 

.17- 

*JL7 



1 

? 


" " " " " " (without crane). 


- 

- • 



2 

3 


•• »• center or bottom section each. 

.055, 

.052- 

^JQ5S 



3 

4 








—-A 



PIT UP NEW - HIP CASTINGS. 







5 


Side section lav out new to drill and chip. 

.519. 

.519 

.519 



6 

6 


" H chin and fit. 


.965 




6 

7 


Center or bottom section lav ont new to ^rlH&Qbliu. 

- 

- 

- 1 



-7— 

8 


» * ** ohin and fit. 

- 

- 

- 



8 

q 


Holes tan in casting each. 

.035 

-J225- 

-*33§ 



9 

16 


Socket stud fit up new. 

- 

- 

- 



10 



ERECT - HIP CASTINGS. 







11 


Sid© section erect and secure eaoh (crane). 

.18 

.256- 

-1-286- 



11 

IP 


" " » " ” " (without crane L_ 

- 

- 

- 



12 

1 ? 


Center or bottom section erect and secure. 

tOS-S) 

.058- 

LtQSfl. 



13 



REPAIRS - HI? CASTINGS. 







14 


Casting patch per rivet or bolt inc. all work. 

.108 

♦ 108 

-tlQl 



14 



REMOVE - JACKET ANGLE IRONS & STRIPS. 







15 


Anp-lea and strips off top boiler (inside cab) all. 

- 

- 

- 



15 

16 


« " '• " " " (outside " 1 " 

- 

- 

- 



16 

17 


tAnff.&etrins off side boiler per side( inside) " 

_ 

_ 

— 



17- 

18 


” " " . *» »• " " (outside) " 

- 

- 

- 



18 

19 


Angies and strips off boiler barrel complete. 

- 

- 

- 



19 

2 (? 


" or " " per nut.(all not removed) 

- 

- 

- 



20 

21 


« " " " " section(all not removed) 

.023 

.023 

.023 



21 



REPLACE - JACKET ANGLE IRONS AND STRIPS. 







22 


Am.&etrips on top boiler comp, (inside cab). 

- 

- 

- 



22 

23 


n fi n » •• " " (outside cab). 

_ 

_ 

- 



23 

24 


" " n " side " "per side (inside cab). 

- 

- 

- 



24 

25 


" ,r " " " *< •’ " •• (outside cab). 


_ - 

_ 



25 

26 


Angles and strips on boiler barrel complete. 

- 

- 

- 



26 

27 


Ansr.or strips replace per nut (all not removed). 

- 

- 

- 



27 

28 


" " ” " "section ’’ 

.106 

.106 

.106 



28 



FIT UP-AND REPAIR.- JACKET ANG.IRONS AND STRIPS. 







P9 


Anglp fit. lav out and have drilled per an^rle. 

.023 

.023 

.023 



29 

50 


Strip, fit. lav out and have drilled per an#le. 

.023 

.023 

.Q23 



30 

r>i 


Add, to tap strip or ansrle per hole. 

.023 

.023 

.023 



31 

32 


Ansrle or strip straighten and refit per section. 






^2 

J3S 


An?ie bracket fit up new each. 

_ 

_ ■ 

_ 




M 


" " lav out new sheet per hole. 

_ 

_ 

_ 



34 



JACKET ANGLE IRON STUDS. 







55 


Stud procure and screw in. 

.023 

.023 

.023 



35 

36 


" screw out old. 

- 

_ 

- 



36 

57 


" cut or drill out. 

.069 

.069 

.069 



37 

28 


. " tap new hole* 

.056 

.056 

.056 



38 

39 


" ret&p old hole. 

.056 

.056 

.056 



39 

40 


" re cut with die. 

- 

- 

- 



40 

41 


" apply including drill and tap hole. 

-.148 

.148 

.148 



41 



HIP CASTING STUDS. 







42 


Stud procure and screw in. 

.023 

.023 

.023 



42 

43 


" screw out old. 

- 

- 

- 



4? 

44 


" cut. or drill out.. 

.069 

.069 

.069 



44 

45 


" tap new hfilfi* 

.056 

.056 

.056 



45 

46 


" retap old hole. 

.056 

.056 

.056 



46 

47 


" recut with die. 

_ 

- 

_ 



47 

48 


" apply including drill and tap hole, 

,148 

= 148 

.148 



48 

49 








49 

60 


Ingle knees removed or replace from angles.per bolt 

_ 

_ 

_ 



50 

-51 


Ingles r>r atrina Uv ont and have drilled per eec. 

.023 

.023 

.023 



51 

TOTAL:- 





426 































































































































£-27*15 UP-l-PW-A. 

1.QQ PENNSYLVANIA RAILROAD CO. 

__SHOP. ISSUED BY _GANG FOREMAN. ENGINE NO._. $.0 



427 


♦ 




















































































































2-27-15 MP-l-FW-A. 

1-C10 PENNSYLVANIA RAILROAD CO. ENG.HO. 


SHOP. ISSUED BY' GANG. S.O. 


’scan.--- 

JTEK 

NO. 

PCS. 

RUH BOARD BRACKETS. 

RATE 

AMOUNT 

ITEM 



BRACKETS REMOVE. 





1 


Bracket off boiler (2 stud type). 

.053 



1 

2 


" " •» (3 stud type). 

.085 


* ■ ■ ■ ■ 

2 

3 


« •• •» (4 stud type). 

.085 


3 

4 


Bracket disc*t from run board per bolt (board in position). 

.Oil!! 


4 



BRACKETS‘REPLACE. 





5 


Bracket erect and secure (2 stud type). 

..*093 

j 


5 

6 


«» t» i» i» (3 H M ). 




6 

7 


if it it it {4 h ii ) # 

:-q7-5 



7 

8 


Bracket connect to board per bolt (board In position). 

-mBZL 



e 



BRACKETS PIT UP NEW AND REPAIR. 





9 


Boiler(new)-line & layout for position of brackets per side. 

- 



9 

, 10 


" line & layout for position of bracket per bracket. 

- 



10 

11 


Bracket lav out for drilling per bole. 

- 



11 

12 


" (new) chip & fit to boiler.larsre typelC. l.inolay off] 

.424 



12 

13 


ft tt it it tt it t» small ” " w " ” 

.424 



13 

14 


’* refit to boiler lareof cast, iron) (new ehoet or patch). 

.424 



14- 

15 


rt 11 I» sm^ll ” it ft M H It 

L*4S4. 



|J5 

16 


Bracket reset and leyel (old) wrot. iron type. 




16 

17 


" * set and level (new) wrou/cht iron type, inc.lay ovt&t It 

.36 



17 

16 


” tap hole for jacket band stud, (or jacket iron stnd) 

.035 



18 



BRACKET BTIILT TTP TYPE. 





1? 


BTftiia remove t per rivet. 

.012 



19 

2Q 


Foot fit up new. 




20 

21 


Blade fit up new. 

.021 



21 

JZZ- 


Assemble for rivetinc. 




22 

25 


Rivet per rivet. 

.064 



23 



..BRACKET STUDS. 





24 


Stud procure and screw in new. 

-05(3 



24 

25 


" scr^w out old. 

- 



25 

2£ 


” cut or drill out. 

.069 



26 

-2I 


w retap old hole. 

.056 



27 

28 


" tap new hole. 

.056 



28 

28 


H recut with die. 

_ 



29 



" apply, including drill and tap. 

.i4a t 



30 

3A 


Bracket(new)drill in position per 1 M for bolt. 

,047 



31 

32 






32 

33 






33 



MISCELLANEOUS RUN BOARD REPAIRS. 





24 


Run board (new) lay out for bolts or.-Plpee.per hole. 

_ 



34 

35 


" " cut or drill bolt holes.-each. 

.047 



35 

36 


" *» »• » " pipe holes, per pipe. 

.233 



36 



" " lav out for clearance(Siroerheater locomotives1 

_ 



37 

38 


” " " " " air punro. clearance. 




30 

39 


M ” air pump filling piece remove (*1-Al) 

.044 



39 

J£L 


" •• •• •• •» " replace. (•l-Al) 

.084 



40 



" section between air pump and cab off (H6b & H8 ty) 




41 

42 


" " " " " " " .t on ( H6b 4 H8 tvJ 




42 

43 


Step on end of run board remove.(H8-K2) 




43 

M 


" •• " » " " replace. (H8-K2) 

.084 



44 

45 


" " run board in cab remove. (K2) 

.033 



45 

j46 


" " " '* ” " replace. (K2) 

.063 



46 

42 


Run board(new)lay out and fit. per section. 

.70 



47 

^a 



.212 



48 

4SL 


Spl ice,-mm.board gotten out and placed for rivetlnc. each. 

.117 



49 

50 


9 " riveted each. 

.17 



50 

-5I_ 


Bracket wheel cover, riveted, per bracket. 

.085 



51 

.5a. 


Running board tighten when boards not removed.per bolt W.O.W 

,.0021 



52 















TOTAL:- 

J 





428 




















































































































1 24 H1I 

UP-l-FW-A*E e S • 

1-D2 REVISED (1) A PENKSYLVAJUA RAILROAD CO 







429 

















































































































































\ 


4:'.0 





























































































































































































































1-E1 


MP-l-FV-A.E.S. 

PENNSYLVANIA RAILROAD CO. ENG. NO. 


-- 

SHOP. ISSUED BY 


GANG. 

s.o. 


HEX 

NO. 

PCS. 

VALVE RODS.STEAM CHESTS AND VALVES. 

(SLIDE VALVE LOCOMOTIVES). 

REMOVE & REPAIR VALVE SEATS. 

Mlc 

H3-a 

H3b 

A3 

fig 

D14b 

DICty 

Ha 

I 

H6a 

Fl 

F3o 

04 

AMOUNT 

ITEM 




B7 






J 


2&lve rod.disconnect at valve stem onlv.(*LrE 2 

\ .058 

.058 

.058 

.058 



1 

2 


" " block and -Din or nin onlv off. 

.035 

.035 

.035 

,035 



2 

-JL 


~ . M disconnect and remove complete. 

.093 

.093 

.093 

.093 




-A- 


" " extension off. complete. 

x 

x 

X 

.093 



4 



u " Bunnort or amide cfflbox <?nide not off) 

X 

X 

.256 

.046 



5 . 

6 


" ” sutroort remove from sunnort. 

X 

X 

.047 

X 



6 

JL 


~ " nackin* and,l!fed"Sff steam chest. 

.074 

Tot? 

.074 

.074 




8 









8 

? 









0 

19 


Steam chest tallow nine disconnect ner joint. 

.032 

.032 

.032 

.032 



10 

11 


H " " stud off ner stud. 

.042 

.042 

.042 

V .042 



n 

12 


Steam chest.lid cover off. 

.032 

.032 

.032 

.032 



12 

JJL 


" " side casino off.ino.filler. 

.053 

t 053 

.053 

.053 



13 

14 


Steam.chest.lid off (with crane). 

.053 

r 053 

.053 

,053 



14 

-15- 


" " " " (without crane). 







15 

16 


Steam chest off (with crane). 

.117 

.276 

.276 

.276 



18 

-X2L 


" " " (without crane). 







17 

29 


Valve yoke and stem sunnort out steam chest. 

.117 

.117 

.117 

.117 



18 

19 


(Valve.strina and snrings remove ner valve. 







19 

JJL. 


Release valve or plw*out steam chest. 

.064 

.064 

.064 

.064 



20 



Valve stem a-land studs screw out each. 







21 










22 

^2 









23 

24 


?team chest lid nuts removed(coranlete ner lid) 

.192 

,264 

.286 

.312 



24 



STEAM CHEST STUDS. 








25 


Steam chest stud screw out each. 

.034 

.034 

.034 

.034 



25 

26 


" " " retan old hole. 

.047 

i047 

.047 

.047 



26 

27 


" " "recut with die (not removed). 

- 






27 

29 


" " "hole retan to larger size. 

- 

- 

- 

- 



28 

-29 


" " "bush including all work. 

- 

- 

- 

- 



2? 

30 


*" " "remove all ner cylinder. 

- 

- 

- 

- 



30 

31 


" * " "procure and screw in «a<Jh(*l-I2 

.034 

.034 

.034 

.034 



31 

52 


" " studs drilled out each. 

.064 

.07 

,07 

.07 



32 

53 









S3 

34 









34 



REPAIRS TO VALVE SEATS. 








35 


Val.seat(not machined)face(hand)inc.snot valve 

- 

- 

_ 

- 



35 

56 


Facing machine, haul from storage. 

.233 

,233 

.233 

.233 



36 

37 


" " set in no3iiiion. 

.233 

.233 

.233 

.233 



37 

38 


Valve seat face nerfirst Out taken ner side. 

.233 

.233 

.233 

.233 



38 

59 


" 11 " " each additional cut. 

.17' 

.17 

,17 

fVr 



39 

40 


Pacing- machine remove and haul to storage. 

.233 

.233 

.233 

.233 



4o 

41 


Valvo seat facd comn. inc.nrocure & R5cR.machine 

, - 

- 

- 

- 



.41 

42 


Valve spot to seat after seat machined. 

.233 

.233 

.233 

.253 



At 

43 


Ealse seat remove from cylinder per seat. 

- 

- 

- 




43 

44 


" " lav out to mill or slot(template). 

- 

- 

- 

- 



44 

45 


" " " " " " " "(no template) 

- 

- 

- 

- 



45 

46 


" " " " " drill per seat(12 bolts) 

, .233 

.233 

.233 

.233 



46 

47 


Ealse 3eat new fit to cylinder. 

.846 

.848 


J4i 



47 

48 


" " old refit to ovlinder. 

.848 

.848 

. 848 

.848 



48 

49 


» " drill and ta-p bolt holes each. 

.094 

.094 

.094 

.094 



49 

50 


" " retan old bolt hole each. 

.047 

.047 

, .047 

.047 



50 

51 


» " erect and bolt nor seat(12 bolts). 

.318 

.318 

.318 

,318 



51 



m >i bolt renew inc. RtR (N.O.W. 1. 

.027 

.027 

.^P.2-7. 

.027 



§2 

5? 


Add to item 13 for casing with 2 filling niece 

a. X 

X 

-,011 




52 

54 


Valve seats faced and bedded, ner seat. 

.35 

.35 

.35 

.35 



54 , 

55 









55 

56 









86 

57 1 i 

fOTEt-Add.to Item 16 for clapfe mo-onlx^ - 

.159 

- 

- 

- 



57 


TOTAL:- 





































































































^5-19-lb 

1-E2 


MP-1-F9T-A.R.S. 

PENNSYLVANIA RAILROAD CO. 


eng.no. 


OEM 

NO. 

PCS. 

VALVE RODS.STEAM CHESTS AND VALVES. 

(SLIDE VALVE LOCOMOTIVES). 
replace. 

B4a 

D13c 

H3-a 

A3 

B7. 

“ir- 

B 8 

1ST"" 

E3a 

J9 • 

H 6 

H 6 a 

PI 

F3o 

54 1 

AMOUNT 

ITEM 

1 


Steam cheat stud procure and screw, In ea(*1-EL 

W034 

.034 

.034 

.034 



1 

2 


»» it •• •*» »* " "per cvli^ 

.644 

.748 

.884 

.884 




? 


Valve voice & stem support assemble in chest. 

- 

_ 

_ 

_ 



3 

4 


Valve.strips & snrircrs assemble and erect. 

- 

- 


- 



iL. 

5 


Steam chest & voice erect inc. joint ' (crane). 

,151 

,32 

.33 

,32 



5 

0 


h m «» •* " *» " (no crane). 







6 

7 


Valve voice square with •port 9 and valvo. 

,15ft 

,159 

.169 

.169 



7 

8 


Valve sot for port openings & mark rod. (* ) 

4? 

.17 

.17 

.17 



e 1 

ft 


Val. stem packinpr orect comp. inc. swab & oiler. 

.456 

.456 

.456 

.466 



9 

30 


Val.rod.plum rodcer arm and test for lenp-th. 

- 

• 

1 

- | 




li 


" " have altered at smith shop. 

.023 

.023 

.023 

.023 




22 


" " suo.eroct & bolt to fruide or voko. 

X 

X 

$212 

.17 



i£ 

13 


" " suoitrush. replace in support per bush. 

X 

X 

.17 

k 



13 

14 


" " support bolt hole ream per hole. 

X 

X 

.127 





10 


" " ' blocking screw renew inc^rotap hole. 

X 

k 

,088 

.068 j 



J-5 

10 


" " orect and secure complete. 

.042 


.106 

.106 




17 


*» " exteiision erect and securo. 

x ' 

X 

X 

.106 



17 

10 


" " pcpaect to valve Btem only. 

,021 


,063 

t 063 



18 

19 


" " pin or block and pin ©root. 

, 02 J 


.053 

►,063 



JS 

20 


Steam chest lid Inc. .loint erect&securofcrano). 

,14 

,?4 

.14 

,14 



20 

21 


.t *t t» M it m »i m ( n0 crarK 

). - 






21 

22 


Steam chest.release Valve or plwr replace ea. 

.064 

.064 

.064 

.064 



22 

23 


" rt side casinrr replace inc. filler. 







23 

24 


Stoam chest lid tallow atnd erect per etnd. 

,QS3 

.023 

.023 

.023 j 



24 



" M " cover erect per cover.! inc .not) 

.046 

.046 

.046 

.046 1 



25 



M 1 tallow pipe connect por .joint. 

.048 

.048 

. 048 

.048 



26 

27 

! 

^team chest 1 M .nuts oak tightened (comp, per lid) 

.336 

.462 

.54*6 

.546 



27 

28 


Add to item 6 for D13c class only. 

.169 






25 



MISCELLANEOUS. 








Sft 


Valve strip spot to lid(when not reor*dlions:. 

- 

* 

- 

- j 



29 

50 


■I *♦ H it »i H it n short« 

— 

- 

_ 

- | 



30 

51 


Valve rod pin or block & pin erectincJUfeBIKOW) 




— 1 



31 

52 


" »* key to valve stem Inc*BAR (N.O.W.) 

- 


_ 

[ 



32 

33 


” 11 key fit new to rod and stem. 

- 

- 

_ 

_ 



33 

54 


Valve stem oiler remove (N.O.W.). 

.011 

.011 

.011 

.011 



fV\ 

36 


" " " replace " 

.085 

.085 

. 085 

.085 



■ ■ 

35 

36 


Valve rod swab & holder remove (N.OW. ) 



- 

- 



35 

37 


" M " " M replace " 

.064 

.064 

.064 

.064 



37 

38 


Pipo3 for charrr. boil, with press.procure dconn. 

.063 

.053 

.053 

.053 



38 

59 


" remove and return to storage. 

.063 

.053 

.053 

.063 



39 

40 


torts blow out. 

- 

- 

- 

- j 



40 

41 

41 


Steam chest lid R&R temporary for blowing out. 

- 

- 

- 

- j 



42 









42 



RENEW VALVE STEM PACKING (N.O.W.) . 








j43 


Valve stem disconnect. (*L-El) 

.058 

.068 

.058 

.058 



43 

44 


Packing renew including Rftfi arland. 

.381 

,391 

,391 

.381 



44 

45 


Valve stem connect. 







45 

46 


Valve rod pin new fit to rocker arm(*2-81) 

.1,17 

.117 

.117 

.117 



46 

47 









47 

48 









48 

49 


Datum plu£ hole drilled each. 

.106 

.106 

.106 

.106 



49 

60 


" H procure and atxly each. 

.053 

1063 

.053 

.053 



50 

J2l 









61 

62 









- V ft — 

62 

63 









53 

54 









64 

.66 










66 


Steta cheat caaIn# replace, each. 

•074 

.074 

.074 

.074 



-UM _ 

56 

67 


" " " filling piece replace each. 


.032 

.032 

.032 



57 

t NOTE:-Item #2 1b for all etude complete per oyl.&nd not to 

be used with Item #1. 

Item #18 rate In B2-£3a column le for 4 bolt* oompleti 

.—azMi- 



JcL- 


432 
































































































































5 - 19-15 


MP-l-FW-A.E. S. 
PENNSYLVANIA RAILROAD CO 


ENG. NO, 


1-E4 


-SHOP. ISSUED BY oawo. q.n. 

ITEM 

1 NO. 

PCS. 

PISTON VA1VB3 AND HEADS. 

remove and replace. 

E2d 

E3d 

E5s 

E6s 

H6b 

06a 

H8b 

H9 

Lis 

K2 

K2& 

K4e 

AMOUNT 

ITEM 



REMOVE. 








1 


Valve atom disconnect from crosshead. 

.021 

.021 

.021 

.021 



1 

2 


” ’» crosohead off. 

.095 

.095 

.095 

X 



2 

3 


" " " support off <roida/flro.Efi-n 

.148 

.14? 

.148 

X 



? 

4 


and KUid* off (K2). 

X 

X 

X 

.15 



4 

5 


. 7 " front or back: motel tv? gland off.ea. 

.064 

.064 

.064 

.064 



5 

6 


7*1 ve chamber head ofteln* off each. (K21. 

X 

X 

X 

.05 



6 

7 


"!!" off per head. 

,1*7 

,11? 

.117 

.15 



7 

6 


Valve and stem remove from chamber. 

.127 

.127 

.127 

.19 



e 

9 


" dismantle when removed(*2^E2). 

.044 

.044 

.044 

.044 



? 

10 


Valvw pxhaust return band off per bendfcrane). 

.17 

.17 

.17 

X 



10 

11 


" ” " " " •• "(no crane). 




X ' 



u 

12 


Tallow pipe disconnect per Joint. 

.032 

.03? 

.0?? 

.032 



13 

13 


" n pin# remove each. 

.042 

.042 

.042 

.042 



13 

JA 


Step between cylinder ibupp off axr.E6-K4 /*1-D1 

.207 

.092 

t 069 

>253 



1A 

15 


Yalve only removedistem In posit ion line .di smart 1 

1.076 

.076 

.076 

.139 



15 



REPLACE. 








16 


Exhaust bend erect and secure per bendfcrane). 

.296 

.296 

.296 

X 



16 

17 


" " " ” " ” ..( no crane). 




X 



17 

18 


Valre and stem assemble per valve. (»2-E2). 

.044 

.044 

.044 

.044 



ie 

1? 


" " ’• erect In cylinder. 

.181 

.181 

.161 

.181 



19 

20 


Valve only erect (stem in posit ion )ino. assemble. 

.214 

.214 

.214 

.214 



SO 

2* 


Valve chamber head erect and secure. 

.138 

.138 

.138 

.24 



2J 

22 


” ** casino erect and secure (K2). 

X 

X 

X 

.09 



22 

23 


Front packing* and gland erect and secure. 







23 

24 


Back •* " •• " •» •• 

- 


- 

- 



34 

25 


Packing gland repair and clean each. 

- 

- 

- 

- 



25 

2$ 


Peep hole plug remove. 

.053 

.053 

.053 

.053 



26 

27 


" " " replace. 

.042 

.042 

.042 

.042 



27 

28 


" " " hole re-tap. 

.042 

.042 

.042 

.042 



28 



Port Openings locate and nark stem per nide. 

.17 

.17 

.17 

.17 



29 

39 


Vajve stem sleeve RAH (N.O.W.). 

.066 

,066 

.066 

.066 



30 

?1 


Valve chamber head clean oil hole. 

- 

- 

- 




31 

?? 


Val.etem orosehead support er«-i®curefQxc^6-F4 Ll 

.17 

T 17 

.17 

X 



22 

33 


" " " erset in support. 

.117 

.117 

.117 

X 



3? 

34 


" " set line in piston val.chamber 

t H7 

,117 

.117 

.117 



34 

35 


" ” c-head Affuide line&bltffiren.or da.renrs 

X 

x 

X 

.32 



35 

36 


»» i» n n r» i» ii n (replace onlv). 

X 

X 

X 




36 

37 


" " " Kuide bolt hole ream each. 

X 

X 

X 

.053 



37 

38 


" n connect to croashead. 

.031 

.021 

.031 

.021 



?8 

39 


" " key fit new. (»2-E2). 







39 

40 


” " ” renew mo. MR and fit. (N.O.W. ), 

- 

- 

- 

- 



A 0 

41 


Step between cylinder and bumper replace) *1-D1) 

.276 

.36 

,36 

.276 



41 

42 


Tallow pipe stud procure and screw in each. 

.023 

,023 

,023 

.023 



42 

4? 


" " cozmoct per Joint inc.gasket. 

.035 

.035 

.035 

.035 



43 

44 


" stud drill out and re-tap hole. 

- 

- 





AA 

4$ 


” H drill APd.tap new hole. 

- 

- 

- 

- 



46 



STUDS - OTAUST BEND OR HEAD. 








44 


Stud screw out each. 

- 

- 

- 

- 



46 

47 


" procure and acm in each. 

.03? 

.023 

,Q?3 

,0?? 



47 

48 


" drill and cut qut each. 

.069 

.059 

.069 

.069 



48 

4? 


" re-tan holes 

rOSfi 

.025 

.035 

.035 



4? 

50 


" re-cut thread Pith die. 







50 

51 


" . hole re-tap to larger else. 

- 

- 

- 

- . 



51 



STUDS - PAUSING GLAND. 








6? 


Stud screw out each. 

_ 

- 

- 

- 



bz 



" procure and screw in each. (*1-B5) 

.02? 

.023 

.02? 

.02? 



$3 

64 


n drill or ent out e«ch. n 

.06? 

,Q69 

,069 

.069 



6< 

56 


H re-tap hole each. ** 

.n.v 

.Ofifi 

.n?5 

.035 



£6 

56 


" re-cut thread with die. 







56 

57 


Valve support line lne.rivet llnerf *2-E2) 

_ 

_ 

_ 

X 



r?7 

fifl 


" Rdhist on stem Inc. MR valve.__ 


.29 

.29 

.353 


m 

59 


" stem e*land replaced ea. (fro3 

nt or back) 

ns2 

,085 

.085 

•Off? 



m: 

45 - 

fiO 


M *» pnpVed each /front or 





•042 



61 


Back val chamber head remove ea. (J 

36^4-Llanl.V] 




.lift 



JiL 

62 



.22 

— 

^22 

.22 



4S- 

6? 


Cad to item 41 for E5 -E?-k 4 type. 

.084 


— 




Js2— 

£4. 


Stop between cvLfcbunrper off ea E6-K4 f*l-Dl 

m. 

- 

— 

-*.09.3- 



-M- 


433 















































































































5 - 19-15 


ltt-1-PW-A.B.S. 
PENNSYLVANIA RAILROAD CO, 


£NO# 190< 


1-E5 


.SHOP. I3SUED BT_OARG. S.Oc 


im 

NO. 

PCS. 

PISTON VALVE BUSHINGS - BY-PASS VALVES, 

AND VALVE'CHAM3ER HEADS. 

REPAIR A PIT UP NEW. 

E3d 
E2d 
E6 • 

H6b 

B6a 

H8 

H8b 

H9a 

Lis 

K2 

K2& 

E6s 

K4i» 

AMOUNT 

[TEM 



VALVE CHAMBER BUSHINGS. 







• 

1 


Bushin* examine and calipor t>er cylinder. 

_ 


_ 




1, 

2 


" remove from cylinder (no exh.openiptfa). 

,35 

.35 

.36 

X 



2. 

3 


" " (with exh.openings). 

.36 

.,35 

.35 

.35 



? 

4 


Bushin* replace in cylinder (no exh.openings), 

.466 

.466 

.466 

X 



4 

B 


" " H " (with exh.openin*s). 

.466 

.466 

.466 

.466 



6 

6 


Bushln*s Sheet nort openin*a per cylinder. 







6 

? 


" dowel hole drill per hole. . 

,212 

.212 

.212 

.212 



7 

8 


Bushin* layout for millirv: ports per bush. 


1 - 





8 

? 


Machine procure and set to tore bushin*. 

1.04E 

L049 

1.049 

1.049 



£ 

;o 


" remove and set on 2nd cylinder. 

.69 

.69 

.59 

.65 



m 

n 


" " '• return to storage. 

.918 

.918 

.918 

.318 



n 

12 


Bushin««bore per cylinder. 

t$5 

.53 

.53 

.53 



12 

IS 


Bushin** bore tor cyl, Inc. R&R machine. 


_ 

_ 

_ 




14 









14 



BY-PASS VALVE. 








16 


Step over by-paeo valve remove. (E2d-E3d) 

|3J6 

X 

X 

X 



16 

16 


" post remove from ovlinder each. " *' 

.023 

X 

X 

X 



16 

17 


3y-Pftee> v*lv« oasin* qff, (E2d-E3d-H6b-H8) 

.043 

.032 

.032 

X ... 



17. 

18 


" " * lid Off. h n .. •• 

,3-27 

.127 

.127 

X 



18 

J.9 


H ,v off.lno.fillin* Plate" " " 

.022 

,022 

.02$ 

X 



1? 

20 


" " " seat face (by handli' " " " 

.53 

.53 

.53 

. X . 



20 

21 


" " M fit to seat. " " " 

.318 

-31 ft 

.31 ft 

X 



ft 

22 


" " fit up jolrtdhlook waL"" " 

.233 

.393 

.23? 

X 



?? 

2? 


" " . " seat tap and pin* hole."” ” " 



— \ 

X . 



25 

24 


" " lid erect inc. Joint. "" " 

.161 

,16? 

.16? 

X 



24 

26 


" " " casln* erect. "" " ” 

.063 

.042 

,042 

X 



25 

26 


step over by-pass valve erect and securd£2d-E3d 

.2Q1 

X 

X 

X 



26 

27 


" post procure and screw in cylinder. " " 

,047 

X 

X 

X 



27 

28 


Jy-pass valve blookir* pla.fit ».r«r/P2M3I-H6bflE 

) - 



X 



?8 

29 


" " M lid fit up new. •* " " M 




X 



29 

90 


" " " " Joint fit up new. " .. 

— 

• 

_ 

X 



50 

31 


Stud screw out each. 

.034 

.934 

.034 

X 



51 

92 


H procure and screw in each. 

.034 

.034 

.034 

X 



52 

33 


" drill or cut out oach. 

,07 

107 

.07 

X 



99 

34 


" re-tap hole each. 

.047 

.047 

.047 

X 



34 

95 


" re-cut thread with die. 

- 

- 

- 

X 



.35 

36 






. 



36 



EXHAUST BENDS AND VALVE CHAMBER HEADS. 








37 


Bxh.return bend layout to drill(template 

_ 

_ 

_ 

X 



57 

38 


" M " " " (no template). 

- 

- 

- 

X 


1 

36 

39 


Val.chamber head layout.to drill(template). 

- 

- 

- 



— 1 

p39 

40 


" " .. (no template). 

_ 

- 

- 

£ 



! 40 

41 


3tud holoe tap in head or bend per hole. 

- 

I ~ 

_ 

_ 

i 

i 


41 

, 42 







7-- 


1 42 

49 




f 




- 

43 

44 


Back - val. cham.hd. layout for c-head *uide8( E6). 

X 


X 

X 



44 

45 


" " " . . for cylinder^ ..1E6), 

X 

- 

X 

X 



45 

44 


7alv<r rod blockin* screw renewed Inc. tap hole. 

- 

_ 

- 

.088 



46 



SHIFTING VALVE REPAIR OR RERETC. 








47 


Sniftin* valve cap end screen remove. 

, X 

X 

.04 

.04 


• 

47 

40 


" " ca*e and valve remove, 

X 

X 

.11 

.11 :■ 



46 

-4SL 


"*' spider remove. 

X 

X 

.02? 

.027 



49' 

50 


Sniftin* valve snider replace. 

X 

X 

.05 

.05 



60 



" 0 . and cs*e replace. 

X 

X 

.14 

,.14 






" '* screen and cap replace. 

X 

X 

.05 




52. 

-12 


3nlftln* valve grind to cage. 

X 

X 

.16 

.15 



53 

64 


” ^g.Bl -4e.r-fiLriB.d-t.o cylinder 

X 

X 

.15 

.15 



54 

JLSL 


2 n ca*e grind to spider. 

x 

X 

.15 

.15 



55 

J&fi- 


(Add-To renew one or more parts. 

X. 

X 

_ 

_ 



56 

67 


7alv© or pi ate (by opase j replaced ea(E2d-33d-H6b-R8) 

.011 

.011 

.on 

X 



57 

68 


7alve snide up and laid off(new or old) K2 tv. 




.32 



50 

TOTAL j 



■r- » 


434 






























































































































i *>rt 
4»>f) 






















































































































































































12 21 1915 


MP-l-FW-A.E.S. 
PENNSYLVANIA RAILROAD CO. 


1-F6 REVISED (1) 


ERG.NO. 


_^_S HOP. IS SUE D B Y ___GANG. S.O. 


rra 

NO. 

PCS. 

MISCELLANEOUS CYLINDER REPAIRS. 

CYLINDERS - BORE AND PACE JOINTS. 

RATE 

RATE 

AMOUNT 

CTEM 

Bore 

for 

bush. 

True 

up 

Dnly. 

1 


lorine- machine procure and set Oh cylinder. 

L.049 

1.049 



1 

2 


" " remove and set on 2nd cylinder 

.53 

.53 



2 

3 


" " remove and return to storage. 

.3*8 

.318 



3 

4 


Cylinder bore per out 24 M stroke. 

.53 

.53 



4 

5 


»i ft »* •» 26" 

.583 

.583 



5 

0 


n it »* !* 28" " 

.636 

.636 



6 

• 7 


Cylinder bore complete inc. Above operationB24" " 





7 

e 


it ii it it it it 26" " 

_ 




8 

9 


m ii ii ii ii ii 28" " 

- 

- 



9 

10 


Additional, to counterboro per end. 

x 

.408 



10 

n 


" " face joint for head per jpipt. 


_ 



n 

12 


Cylinder counterbore only inc. R.&R. machine. 

_ 

- 



12 

1 ? 


" joint for head face comp. inc. R&R facim mach. 

- 

.466-. 



13 

14 


" " patch per piu/>. 

.07 

.07 



14 

15 


" " " " 1" (dovetail) 

.085 

.085 



1 ft - 

1 ft 


" head studs remove each. 

- 

- 



16 

1 ? 


" " " procure and screw in each. 

- 

- 



17 

1 £ 







18— 



CYLINDER BUSHINGS. 

RATE' 




19 


Cylinder bushing remove. 

.53 



19 

20 


" " lay out at earn por^s. 

_ 



20 

21 


" " finish vfcen ports drilled. 

_ 



21 

22 


" " " " " milled. 

- 



22 

2 ft 


H " drill for indicator or dowel plunrs per pliu>. 

.064 



23 

24 


" " " " cylinder or port cocks per cock. 

t .053 



24 

2 ft 


" " drill and finish ports in position per end. 




25 

2 ft 


" " erect in position. & pinnins? complete. 

.795 



26 

27 


" apply indicator or dowel pltura per plue.(^H8) 

.032 



27 



BROKEN OR CRACKED GYL INKER. 





28 


broken cyl.chip and dress per lineal inch of break. 




28 

29 


" " patch fit to break per lineal inch. 

• ^ 



29 

3Q 


" " layout.drill.tap and bolt patch per bolt. 

— 



30 

3J 


" " face joint and patch {patch roush machined). 

- 



31 

32 


" " band remove from cylinder. 

- 



32 

33 


" ’’band procure and have shrunk on. 

.254 



?3 

34 


" " " " shrink on including heat. 




34 

ftft 


" " bush for cylinder cock or stud complete per hole. 

- 



35 

36 


" " rod apply between flan/res per rod. 

- 



36 

37 


Cracked cyl.patch fit up and lay out per hole. 

- 



37 

38 


" " drill bolt holes each. 

- 



38 

39 


" " tap bolt holes each. 

- 



39 

4Q 


" " screw in patch bolt per bolt. 

_ 



40 

41 


Cylinder test with water per cylinder (no pressure). 

.318 



41 

42 


Cracked cylinder patch.chip and caulk per 1" 

_ 



42 



CYLINDER BRACES AND CLAMPS. 





43 


Cvl.saddle brace (H3 bolted ty.) remove per bolt. 

- 



43 

44 


" " " " " " fit up new. 

_ 



44 

4ft 


" ’*” erect and bolt per bolt. 

- 



4ft 

4ft 


" " " " " " ream bolt holes each. 




46 

47 


" " "(H3 no bolt type) remove. 




47 

48 


" " " " " " " fit up new. 

- 



48 

49 


" " " " " " " heat and shrink on. 

- 



49 

so 


Cvl.A saddle c!arrp(H6 tvpe)remove per pair clamps. 




50 

ft! 


" " " " " " fit up new clamp each, 

_ 



ft! 

52 


n it ii it ii ii " " " rod " 

— 



52 

53 


CvlAsad. clamp drill hole thru, cyl, frar.eAsad.per hole (R6a tv) 

• m 



5? 

34 


n II II 11 It II II II it 11 II li " ( E tvco ) 




54 

55 


Cyl,A- saddle clamp(H6 type)apply & secure per pair clamps. 




55 

ftft 


Cvl.drill & tap for dowel including apply, 




ftft 

57 


" & saddle clamp (single H6 type) remove. 

- 



ft 7 

5§ 


’’ - L)11_apply and secure. 




5B 

.53 


" chip clearance for band (pie ton valve type) 

T2f3“ 



59 

£Q 


Holes tapped in cvl.for staybolta 1 

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An 

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.286 



61 

62 


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.310 



63 

NOT.E:-Ite® 63 means examination before closing cyl. A st. chest 

TOT 

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436 










































































































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7 10 1915 


MP-1-PW-A.E.3. 

PENNSYLVANIA RAILROAD CO. ENG.NO. 


J5HOP. ISSUED BY ...GANG. S.O.-:-—' 

mi 

50. 

PCS. 

E6-H6a-H6b CYLINDERS, FRONT FRAMES AND 

BUMPER CASTINGS - REMOVE. 

H6-H6a 

t 

[6b j 

AMOUNT 

ITEM 

No. 

Pcs 

Per 

Side 

RATE 

No. 

pcs 

Per 

Side 

RATE 



CYLINDERS REMOVE. 










Cyl.and frame key bolts out ner bolt. 

? 

.053 

3 

.053 



1 

2 1 


Fra.A^vK'TWf). fre Y8 out Ear Toy W«y. 

2 

.042 

2 

.042 



2 

31 

M " '* ” " kev bolts drill out ner 1". 




j»Q63 



3 

Ai 

Oyl. disconnect from frame and saddle ner nut. 

21 

.021 

21 

.021 4 



4 

5 


* wedge off and remove (with crane). 

1 J 


1 

.117 



5 

6 

1 »• •’ ” " " (without crane). 

1 


1 

- 



6 


—1 

H frame and saddle bolts drive out ner bolt. 

23L 

.106 


xIQ.6, 



7 

8 


" and frame bolts drill out per 1". 


.071 


.074 



8 

? 

— 

-. 







l 2 



1 FJMFER CASTING REMOVE!Trac. 13254 1-pieco type). 








10 


Bracket back of bumper disc’t at bumper Qfbolt. 

1 

6 

.058 

X 

X 



10 

11 

— 

" •» " " " frame Qfbolt. 

8 

.085 

X 

X 



11 

12 


,f it n n remove after disconnected. 

11 

.182 

X 

X 



12 

1? 


Bumper remove after disconnected!era. inc .wedge cff 

; 1 

.675 

X 

X 



1? 

14 


" " " ** (without crane). 

1 

- 

X 

X 



14— 

15 









15 



1 BUMPER CASTING RFMCVEfTrac. 18878 3-piece type). 








16 


End bracket disconnect ©nut Lex.bolt X8777-0. 

6 

.021 

8 

.021 



16 

17 


" " " " straight bolt. 

4 

.058 

4 

.058 



17 

16 


’’ "• J t>ff after disconnected (crane). 

1 

.13 

1 

43 



18 

19 


’* ” " ’’ "(without crane). 

1 


1 




19 

2Q 


^Center casting off after disconnected. 


.223 


,223 



2Q 

21 









21 



BUMPER CASTING REMOVE!Trac.27152 3-piece type). 








22 


End bracket disconnect #nnt collar bolt X8883-4. 

8-n 

.021 

8-n 

.021 



22 

2? 


M ” " " straight bolt. 

4 

.06*. 

4 

.058 



23 

24 


w n off after disconnected (crane). 

1 

.13 

1 

.13 



24 

2? 


•* " " " " (without crane). 

J 


1 




25 

26 


Center casting disconnect per collar bolt X8882. 

8 

.127 

8 

.127 



26 

27I 


" " off after disconnected!with crane 


.223 


.223 



27 

29 


” " n n n (without crane 







28 

2? 









29 

30 


Center casting block for removal of one frame. 

1 

- 

1 

- 



30 

51 









31 



FBDNT FRAMES OFFUfter oyl.and bumper disc’t). 








ZZ 


Frame disc’t at top spl.d-b-cvl.cross braceSblt. 

5-v 

.127 

6-v 

.127 



32 

£§ 


" " " bottom splice per bolt. 

4-v 

.127 

5-v 

.127 



33 

34 









134 

Jik 


Fma>o diso't at truck radial cross brace 3 bolt. 

3-h 

.058 

3-h 

.058 



35 


L - - ■■ < 

" remove after disconnected (with crane). 

l 

.212 


,212 



36 

27 


" " n " (without crane). 

1 


1 




37 



! * splice keva remove per kev wav. 

2 

.r« h 

2 

.035 



38 

33 


Main frame disc’t at d-b-cyl.cross brace <2bolt. 

3-h 

.058 

4-h 

.058 



39 

40 

1 

" " " truck radial cross bracefiMt 

3-h 

.058 

3-h 

.058 



40 



BRACES OFF AFTER DISCONNECTED AT FRAME. 








41 


[Driver brake cvl.cross brace off after disc’td. 


.058 


.058 



41 

42 

43 


Truck radial brace disc't at ful.cast.per bolt. 

imJL 

.032 

4-r 

.032 



42 


n n " off after disconnected, formal 


.318 


.318 



k’3 

44 


Frame and. brace bolts drill out per l n . 


.074 


.074 

\ 


44 


_ 

FRAMES PREPARE FOR WELDING. 


— 







I 

Frame drill and cut off per l"of drill, for weld. 







45 


1 

" chip and dress per square inch for weld. 




_ 


48 

47 


” spread for weld after cut off or cracked. 


- 


- 



47 

48 


" cut off per sq.inch with Acetylene torch. 


- 


- 



48 



" cut off gate or riser after Thermit weld. 


- 


_ 



49 

50 


blip AdreBS after weld per sa.in.for fit parts. 







50 



ONE PIECE BUMPER DRESS END WHEN BROKER OFF. 








.51 


(Drill.chip and dress end to apply end bracket. 

1 

1.59 

1 

1.59 



- - 

51 


NOTE:-When bumper Trac. 18878 and-fitted "with collar 

bolts, use items under tracing' 27152. TOTAL 

NOTE: Where parte are centrally located number of parts in 

pieces ooltann i9 complete. . — ■ 


\ 


438 





















































































































































7 


1 - 


10 1915 

F21 


MP-l-FW-A.E.S. 

PENNSYLVANIA RAILROAD CO. 


ENG. NO • 



j- ' 

NO. 

PCS. 

----- *- • iOOU Ztxj D 1 

II6-H6a-H6b CYLINDERS, FRONT FRAMES AND 
BUMPER CASTINGS - ERECT AND SECURE. 

GANG. 

H6-H6a 

5.1 

0 . 

H6b 

T]-- 

AMOUNT 

ITEM 

ETEa 

No. 

^C8 

RATE 

No. 

RATE 

"TT 

_F80NT__FRAMES( NEW OR OLD)ERECT AND SECURE. 








ZFan*(new)in pos. and fit inc.jolntfwith crane). 

1 

.466 

1 

.466 



1 

-1-- 

" -.. " ” " "(without crane). 

1 


1 




2 

3 


—!!-!!_ lay out holes .remove and have drilled. 

1 


1 




3 

4 


—7_-7 bolt holos drill per 1" in position. 







4 

5 


graroe( o_Idj or new 2nd time in pos. inc. ,iolnt( crane) 

1 

.466 

1 

.466 



5 

_ 


" ” ” " " "(no crane) 

1 


l 




A 

7 


" - " and brace bolt holes drill per 1". 

-*T 

.074 


.074 



— id — 

7 

8 


" " " rosebit per 1". 







8 

-2. 


2E£S9_J!fian Abolt flfblt at top spl.Ad-b-cvl.brace. 

5-t 

.17 

6 -v 

.17 



9 

10 









10 

11 


tofl© ream ©bolt 0blt at bottom splice. 

4-v 

.17 

5—v 

, 17 



11 

12 


'* n " " 'i r» truck radial brace. 

3—2a 

.138 

3 h 

.138 



eA. 

12 

13 


splice keys fit and drive per key wav. 

2 

.254 

2 

.254 



15 

14 


iiain..frame ream Abolt at d-b-evl. croo_g brace<2blt. 

3-fc 

.138 

4-h 

.138 



14 

lb 


” " " " " " track radial cross bn" 

3-h 

.138 

5-2i 

.138 



15 



JUMPER CASTING REP LACEfTrac. 13254 1 piece tvpe). 










pMSPer in position for boltina* (with crane). 


.35 

X 

X 



16 

17 


" n " M " (without crane). 



r 

X 



17 

10 


JSrhCket back of bumper in pos, for boltlnm. 

1 

.17 

X 

X 



18 

19 


" frame and bumper ream and bolt f»n6x.bolt 1 

8 

.138 

X 

X 



19 

SflL 


—"_secure to bumper per bolt. 

fi 

.138 

X 

X 



20 



JUMPER CASTING R£PLACE(Tree.18878 3-piece tvpe). 








ZL 


Center castle in poa.for boltingwith crane). 


.35 


.35 



21 

22 


" ” " " " "(without crane). 


- 


_ 



22 

25. 


End bracket in position for boltirwerfwith Crane). 

1 

.17 

1 

.17 




24 


" " " " ” " (without crane). 

1 

- 

1 

- 



24 

25 


" " and cen. cast. ream and bolt per hex.bolt. 

8 -h 

.138 

.138 

8 -h 

.138 



25 

26 


" " apply and secure per straight bolt. 

4—h 

4—h 

.138 



26 



TO APPLY COLLAR BOLTS. 








27 


Frame counterbore for collar bolt per hole. 

8 

_ 

8 

_ 



27 

28 


Center caat.ard frame ream <£bolt per collar bolt. 

8 

- 

8 

_ 



28 

29 


[End bracket in position for bolting. 

1 

- 

1 

- 



29 

30 


" H apply nuts per collar bolt. 

8 

- 

8 

- 



30 



J!" apply and secure per straight bolt. 

4-b 


4=h 

_ 



31 



BUMPER CASTING REPLACE(Trac.27152 3-piece type)J 




m 

j 



32 


Center casting in pos.for bolting (with crane). 


.35 


.36 



32 

33 


" " (without crane). 







33 

24 


M ,r ream and bolt per collar bolt. 

8 

.149 

8 

.149 



34 

35 


End bracket in position for bolting with crane). 

1 

.17 

1 

.17 



35 

.36 


n " " " rt m (without crane). 

1 

-- 

1 

- 



36 

37 


" " arulv and semore nuts per oollar bolt. 

9 

.021 

0 

.021 



37 

38 


" h « «t straight bolts. 

4 

.138 

4 

.138 



38 

39 


" " oollar bolts recut thread with die. 

8 

- . 

8 

- 



39 



FRAME BRACES ERECT (Except bolt to frame). 








4Q 


Driver brake cvl.cross brace erect in position. 


.35 


.35 



40 

41 


Track radial cross brace erect ln0.Jack to place. 


.636 


.636 



41 

42 


" « « « r $am debolt fulcrum ©bolt. 

4—v 

.138 

4-v 

.138 



42 



CYLINDERS ERECT AND SECURE. 








43 


Cvl.in pos,inc.temp.bolts and Jolnt(w A th crane). 

l 

.117 

'1 

.117 



43 

44 


" ' " " " * " "(without crane'). 

i 

- 

1 

- 



44 

45 

1 

Cvl.ream and bolt front «r back ‘flange per bolt. 

14 , 

.17 

14 

.17 



45 

46 


" " H " bottom flanere per bolt. 

7 

.138 

7 

.138 



46 

47 


" and frame bolt holes drill per l".,, 


.074 


.074 



47 

48 


" " M roeebit per 1". 


_ 





48 

49 


^ra^ryi-nrsari Jceys( old) fit A apply per key way. 

2 

.49 

2 

.49 



49 

50 


" " " »• " " (new) " " " " " " 

2 

.49 

2 

.49 



5Q 

51 


" " " " " kev bolt holes drill per 1". 


.063 


.053 



51 

52 


rt „ « H rt rt rt " rosebit per 1", 


- 


- 



52 

53 


n rt rt « rt ^eva ream and bolt per bolt. 

3 

.138 

3 

.138 



53 

54 


Bolts apply ana secure, no reanrag. 


.053 

* 

.053 



54 



frugfr radial cross brace ful. in. Pps . forfeiting. 


r . 


- 



55 


in pieces column 1b complete. 


439 









































































































































440 







































































































































> 1 till 

1 -G8 


MP-l-FW-A.B.S. 

PENNSYLVANIA RAILROAD CO. ENG.NQLs. 


SHOP. ISSUED BY_GANG. S.O. 


ITU 

NO. 

Pea. 

FIXTURES ON REAR END OF LOCOMOTIVES - ATTACHED 

TO FOOT PLATE CASTINGS AND FRAMES. 

RATE 

AMOUNT 

ITEM 

1 


Apron between locomotive and tender off. (*1-01) 

.064. 



1 

2 


Draw bar cap In deck plate off. 




2 

3 


” " Including Pin out of onrrine. (*1-Q1) 

.093 



3 

A. 


Safety hooks off tall bar each. (H3 type). 

.085 



4 

5 


Safety bar inc. pin out. off engine per bar. (*1-01) 

.042 



5 

6 


Deck plate off foot plate casting. (*1-01) 

.233 



6 

7 


Dowel key for stud ty ped.cap repl. (lnc .drill.cut outAfitW 

.095 



2 

8 


Deck plate center support off foot plate. 





9 


” '* side support off frame per bolt { • frame ear da ) . 

.023 




JSL 


Duffer cap and springs off. (*1-01) 

.053 



10 

11 


" erring chamber base off foot plate, (single). 

.085 



11 

12 


Braces to steam heat cast.or inc.pipe off per bolt. 




1? 

JL3, 


Buffer spring chamber base bolts drill out per 1”. 

- 



13 

JA- 


Engine step (K2 type) off per Btep. 

.15 



14 

15 


" M (all other classes) off per step. 

.064 



15 

1G 


Trailer rigging eve bolt off foot plate. (*1-Jl) 

.058 



16 

17 


In.lector feed pine off. (•1-01) 

.053 



17 

18 


" " " hanger off Per hanger. 

.063 



18 

19 


Pipe clamps off foot plate per bolt. 

.023 



19 

20 


Steam heat casting off foot plate. Inc.coupler 

.212 



20 

21 


Shaker grate ful. off foot plate K-Sl) 

_ 



21 

22 


Draw bar bushing remove from foot plate per bushing, (cold). 

.25 



22 



FIXTURES REPLACE. 





23 


Buffer spring chamber base erqct and secure on foot plate. 

.53 



*3 

24 


Apron between loco, and tender erect and secure (*1-05). 

.085 



24 

25 


Buffer cap and springs erect and securelsingleK *1-05) 




25 



Draw bar inc. pin in erectdsscrxre oil eng.or^ temp,potro^r.(*1-05 

.058 



26 

27 


Braces to steam heat cast.or lnc.pipe replace per bolt. 




27 

20 


Draw bar pin bushing procure and arrplv new per bushing. 

.16 



28 

29 


Safety bar inc.pin in erect and secure on eng.per bar.(*1-05 

.063 



29 

30 


Deck plate support erect and secure on frames 0bolt( fra.carde 

.021 



30 

31 


" M center support erect and secure to foot plateGbdlt 

.021 



31 

32 


” ” erect and secure on foot plate(D13c ty). (€.-05)"" 

.021 



32 

33 


" " " " .(other ty) @ bolt. 

.021 



33 

34 


Deck plate draw bar cover cape procure and apply each. 

.035 



34 

35 


Engine step(K2 claseee)erect and secure per step. (*1-05). 

.20 



35 

3$ 


" " (all other classes)erect and secure per step.(*l-Q* 

.117 



36 

37 


[Trailer rigging eve bolt securo and apply to foot pla . ffl-Jl 

.053 



37 

38 


In.lector feed pipe haiyrer erect and secure. (*llo5). 

.064 



36 

39 


Pipe clamp3 erect and.secure per clamp. 

.042 



39 

40 


Steam heat casting erect and secure tc foot plate.inc.coup! r. 

.254 



40 

*1 


Shaker grate fulcrum erect and secure on foot plate.(•1-S2). 




41 

J 


FIXTURES-FIT UP NEW AND REPAIR. 





42 


Buffer spring chamber base procure.layout and have drilled. 

_ 



42 

43 


*' •• ” " tap hole for set screw. 

.035 



43. 

44 


V " " drill and re-tap set screw hole. 

.104 



44 

45 

•J 

" " " base set screw procure and applv. 

.023 



45 

40 


Buffer cap and springs procure.per set.. 

.058 



46 

47 


Draw bar procure, layout and have machined. 

- 



47 

48 


•* " have altered at smith shop. 

- 



48 

49 


Safety bar procure, layout new and have machined. 

_ 



49 

50 


Engine step procure, layout new and have drilled. (K2 ty) 

.12 



50 

51 


Trailer spring safety guard procure and fit new. 




£L 

52 


In.lector feed pipe hanger procure and fit. new 

- 




53 


•• •• » M re-cut thread, with die. 

.011 



53 

54 


Roles layout for fixture bolts per hole. 




54 

55 


" drill for fixtures per l'». ( 1. 




55 

56 


" " •• " per 1". ( ). 

.. 



56 

57 


" tap for fixture bolts por hole. 




57 

58 


Trailer rigging eve bolt procure and fit new, 

_ 



58 

59 


Add to item 46 for buffer cap and 3pring double. 

.035 



59 

60 


Safety hooks replaced A bolted to tail bar each. 

.149 



TTT 

61 


Add to item 11 for double buffer spring chamber. 

.085 



61 

62 


Bye or hinge bolt replaced when not bolting apron each. 

.023 




63 


Nuts replaced when colts or studs are not removed each. 

70021 ■ 



~6Z~~ 

64 


Frame stiffen!rv: piece nu*6 tightened per nut. 

.021 



64 

66 


Sheet iron foot place laid off. 

.17 



"65“ 

66 


Holes plugged each including all wopk. 

.095 



66 

67 


Draw bar pin Pushing re™™ from foot Dla.-$DU6hlttg( inc.heatg 

.60 



67 

68 


Bream heat coupler new lavin* off. 

1.117 



68 


TOTAL: 


I 



441 















































































































KP-l-PW-A.B.S. 

P13!isy L VAN LA RAILROAD CO. 


£ANG. 


7 30 1915 

1-G22 


aTG.TJO. 


If EM 

i 

NO. 

PCS. 

|E2-d E3a-d BACK FRAME(Slab Spl.ty) & CON.BRACES. 

!.MAIN FRA1CES( 2-Bar front Splice ty) & CON.BRACES. 
!(Parts from front of fire bos inc.tail and cab 
brackets) - ERECT AND SECURE. 

NOTE:Baclc frame connect at splice use &.-G20-24. 
NOTE:Frame connect at blr.A fra.clamps use #1-04 

E2 E2d 
2-bar Snl 

E3a E3d 
Slab Snl. 

r 

t 

No. 

Pcs. 

Per 

Side 

RATE 

No. 

Pcs. 

Per 

Side 

RATE 

AMOUNT 

pEH 

1 


Back frame (new)'in -nos. and fit (with crane). 

X 

.X 

} 

.424 



1 

2 


" " " ** " " ’• (without crane) 

X 

X 

l 




2 

3 


" ** • (old) " M (with crane). 

X 

X 

1 

.424 



3 

9 

£ Jr 


•* M " " *' (without crane). 

X 

X 

1 

_ 



4 

5 


. " " and brace bolt holes drill^l ,, (l r _l 1 A5to 1^ 


.074 


.074 



5 

6 


". *’ •* " *'. " rosebit ner' 1”. 







6 

7 


" " counterbore for collar bolt ner hole. 


- 


- 



7 



FRAMES FITTED WITH LONG SPRING EQUALIZERS. 










Equalizer fui.platog in roe.for bolting. 

2 


2 




8 

2| 


St if fcniw? plates back of ful.in nos. for boltine. 







9 

5,0 


Frame reon&bolfc at equ. ful.nlates ghoriblt(top), 

3-fe 

,u$ 

?-h 

,116 



10 

11 


" '* " " " " " " @ver.blt(ton). 

2-v 

-116 

2-r 

.116 



11 

1? 


** ** " " " ” " " 8hor. bit (both 

3-h 

,116 

3-h 

,116 



12 

13 


" •* ’’ ** *» stiffening. plates per belt. 

4-h 

.116 

4-h 

.116 



13 

14 


Equalizer safety petard erect and bolt ner bolt. 

i-v 

.117 

I-v 

ai7 



14 

i5- 









15 

JL£ 









16 



TOAME5 WITH 3-Short snrinpr equal*zrsftra.16922a 








17 


Ful.and platea(detail 14)in nos. for bolting. 

2 

.053 

2 

.053 



17 

,16 


" plates (detail 47) in nos. for bolting. 



X 

■ X 



JLfi. 

jia 


'* and cast..X7427 in nosltion for boltinp-. 



2 

X 



19 

20 


■Frame ream&blt at ful.nlatefdetail 14)ner bolt. 

5-h 

.117 

5-h' 

,13,7 



20 

21 


” •• 7 •• ’» " N *’t detail 47) per var.bolt. 

2-7 

.116 

X 

X 



21 

22 


** ****** ** ** ’’(detail 47 )ner hor.bolt. 

5-h 

.116 

X 

- X 



22 

25 


.. at full4 cast ,X7427 per hor.bolt. 

3 -h 

.116 

3-ft 

.116 



23 

24 


.* ** " ’* ** ** X7427 ner Ter. bolt. 

Z -V 

.116 

2-7 

.116 



24 

11. 









2ft 



OPERATION COMMON TO EITHER DTE FRAMES, 





| 



26' 


Frame ream&blt to tr&.box fr^idel front (per bolt. 

4-h 

.Ofcfi 

4-ft 

05 A 

1 


‘ZL. 

27 


. " *‘ ’* ” " ’• M " (back) per bolt, 

4-n 

.0b8 

4-n 

.056 

J 


2? 

29 


Frans boltto trailer bolster wearing plate. 

1 

▲ 

.117 

1, 

,117 ' 



26 

29 


" rearc^blt to foot plate flfbltf collar bolts 1. 

7 

.14 9 

7 

,14? 




J£ 


n ** *» « -* tra.brk,her. cast.flbltf •1-A1-3). 

4-h 


JdbL 




3CL 

31 


**- bolt to tra.snrirv? safety tniard ner hit (f rti 

2-h 

.059’ 


.059 



31 

3? 


" '* deck nlate surnort ner bolt . 

2-t 

.021 

2-t 

,02) 

1 


32, 

33 


"rsan&blt to bot.cab brack.&ft.pla.@blt hex. 

4-h 

.138 

X 

X 



33 

34 


**”"** "foot‘nlate <2blt round head. 

1 

.138- 

1 

.138 



..34. 

35_ 

53 











[BRACES & CASTINGS ERECT!Except bolt to frame). 








36 


Tra.box c-uidef new) In position and fit. (*1-.T7) 


;i63 


.153 



36 

37 


**. " " " bav out and have drilled.! " ] 


.08 


.08 



37 

36 


** (old)cr rewind time in no9. for bltFt! 


.117 


.117 



38 

39 


Foot plate cast.In pos.for bolting(with crane). 


.212 


.212 



39 

40 


” " ** . "(without crane). 







40 

41 

-j 

[Bot.cab bracket erect for bolt iturf with crane). 

1 

,176 

1 

,175 



41 

42 


" (without crane). 

1 


1 




42 

43 


.** ’* " secure ner nut( collar bolts). 

7 

.021 

7 

.021 



43 

44 


Top " '* erect in pcsitionfwith crane). 

l 

-JLZ5 


iJ.7£ 



44 

43 


" " " **•'** .* (without crane). 

l 


1 




45- 

49 


** ** **• secure to run.board ner mach.blt. WV 

’ 4' 

.021 

4 

.021 



46 

47 


"** '*■ " ** bot.cab brack.ner bolt. 

5-y 

.021 

5-v 

.021 



47 

46 


Bot cab bracket secure to hand rail ner nut. 

1 

- 

1 

_ 



48 

4? 


Cab sid9 sheet in nosltion for boltiwc. 

l 

,956 

i 

,056 



49 

30 


•* " " bolt ner bolt. 

12 

.021 

12 

.021 



50 

57 


(Bot.cab brack.con,to foot plate per tap bolt. 

2-t 


s-t 

.053 



61 

52 


** ** "ream&blt to trail sn£.seat&ft.nlaSbll 

3-n 

.138 

X 

X 



52 

53 


Frame bolt to trailer spring bu&rd corap(back) 

1 

.117 

1 

.117 



53 

64 


dud rinc earner ncafnew stvle)laid offAfit (new) 

1 

1.176 

1 

1.176 



64 

55 

1 

1 

■»l &in frame in t-oeitioa new or old(l nc.fra.) 

1 

• 848 

x 

■ X 



56 

NGf£:Whene parts are centrally located, number of parte in 
pcs. col. is C;dplete. 

TOTAL:- 





442 
















































































































1-G27 


MP-1-FS-A.E.3. 

PENNSYLVANIA RAILROAD CO 


ENG.NO*. 


SHOP. ISSUED BY GANG. 9.0. 


ITEM 

NO. 

PCS. 

H6-H6a MAIN FRAMES.CONNECTING BRACES AND 
CASTINGS - REMOVE. 

NOTE:Frame di3c’t at front spl.use # 1-F20. 
NOTE:Frame disc’t at blr.clamps & pads use 
# 1-Gl for H6 and # 1-G3 iTor R6a. 

U6 

H6a 

AMOUNT 

[TOJ 

No. 

Pea. 

Per 

51d<i 

RATE 

«0. 
PC8. ] 
? er 
Side 

fUTE 

1 


Frame disc’t at erulde voke support per ver. bolt. 

2-7 

.047 

2-v 

.047 



1 

2 


” ” at transm’s’n her.cross bra.a hor.bolt. 

2-h 

.058 

2-h 

.058 



z 

3 


. ’• . *' "(nuUetudbrt-blt 

1 

.058 

1 

.058 



3 

4 


” ” ” pedestal lee cross brace per bolt. 

2-h 

.058 

2-h 

.058 



4 

5 


” ” " cab side sheet per naeh. bolt. 

-3 

.023 

3 

.023 



fi 

6 


” " ” bot.cab brack-.per nut{ col.bolts). 

9-c 

tQ2J 

9-r 

.021 



5 

7 


.. foot plate cast, per collar bolt. 

9-o 

.106 

9-c 

.106 



7 

8 


” " " bot.cab brack.&f-pla. cast@hei»bolt. 

9-hi 

.127 

9-h 

.127 



8 

9 


” " ” #1 stiff,cast.&bot,rail per bolt. 

2-v 

.058 

2-v 

.058 



9 

10 


’• ” ” 42 ” " nor hor. bolt. 

4-h 

.058 

3rh 

.058 



10 

11 


” " " U2 n ” per ver. bolt. 

4-v 

.058 

4-v 

.058 



11 

12 


” ” ” #3 •• •• Tier hor. bolt. 

5yh 

.058 

5-h 

.058 



12 

13 


" " " #3 ” " per ver. bolt. 

4-7 

.058 

4-7 

.058 



1? 

14 


'* •• " *4 ” ’• per ver. bolt. 

X 

X 

3-7 

.058 



14 

15 


" ’* ” deck plate support per tap bolt. 

.Vt. 

.023 

3-t 

.023 



15 

16 


Frame brace and casting bolts drill out per 1". 


,Q&3 


,QW 



16 

>7 


Boiler block for renoval of one frame. 

1 


1 



• 

17 

18 


Foot plate casting block for removal of one fra. 

i* 

- 

1 

- 



15 

1? 


Frame remove after disconnect^fl (with crane). 


.466 





19 

20 


’• ’• ” (without crane), 


- 





2Q 

v 


ROCKER BOX ALIFT SHAFT lTEMSfUae with fra.rpra) 








21 


Rocker box disc’t at frame &guide yoke sup.Qblt, 

1-7 

.047 

1-7 

.047 



21 

22 


.. .. .. .. n rt n ^blt, 

2-h 

.047 

2-h 

.047 


\Z2 

23 


” *• “ " support per ver.bolt. 

?-v 

.035 

Z=JL- 

.035 


[23~ 

24 


'• ”4 arra.remove after disc’tdfwtth craned 

1 

.106 

1 

.106 


i 

ZlL- 

25 


. ” ” (without crane). 

1 

- 

1 

- 



25 

Z6 

26 


’’ ’’support disc’t at bot.frame per ver.blt. 

Zj. 

-juQSLl 

Z=J 

,.035 



27 


” ” ” remove after disconnected. . 

1 


1 




27 

28 


Lift shaft bear.disc’t at framo &#lstiff.cast&di 

2-v 

.056 

2-v 

.-Q5& 



28 

29 


” ” block for renoval of one frame. 

1 


1 




29 

30 


” ” and bearings of f( intact) (with crane). 


.058 


.068 



30 

31 


•* •• ” ” ” ”(without crane). 


- 


- 



31 



BRACES 4 CASTINGS REMOVE!Except disc’t at fra. 










Guide yoke disc’t at 11 expansion sheet per bit. 

2=lL 

.026 

2=h 

.026 



32 

33 


’’■support per hor.bolt. 

4=h 

.023 

4-h 

.023 



33 

34 


rerrovs after dlacomoctertfwith crane) 


,117 




^4 

35 


” '1 ” (without, crane) 




- 



_ 

36 


” ” support remove after disconnected. 


- 




[36 

37 


Cr^‘93 brace ped.lcg or trans.hgr.off aft.disced. 


.058 


.058 


- P 

36 


Bot.cab brack, disc’t at footrLa(3r.wt5stud)or 't-blt. 

2^ 

L.12.7 

2 

.127 


. pa 

39 


.at hand rail p~er nut. I 


- 

2 

- 


39 

40 


” ” top cab brackot.per bolt. 

S=lL 

-.024 

5=2L. 

,Q?4 


£o 

41 


. remcvc after dlgc’-tdCwith-Cranel. 

1 


1 



41 

42 


•» • • " ” ” (without crane). 

1 

- 

1 

- 


■ I 42 

43 


'Cab sheet disc’t per bolt. 

16 

.023 

16 

.023 


. . 43 

44 


” - off after disconnected. 

-1 

- 

1 

- 



45 


Foot plate cast.remove after disc’tdlwith crane) 


.117 


.117 



46 


” ” ” ” (without crane) 




- 




47 


Top cat bracket disc’t at run.board per.bolt 


.023 


.023 



47 

48 


” ” ” remove after disconnected, 


- 


- 



4fi 

49 


Stiff, castings #1.2.3 or 4 off after dlacltd.— 


- 


- 



i49 

50 


54 disc’t at exp.cro33 bra.flbit.. 

. 1 . 

—2 

f, 

-l.0.58 


J 

_ 

50 

51 


Expansion cross brace disc’t at 42 sheet ft bolt 

-3L 

_ 

JL 

.^DZL. 


1 

hi 

52 


" - ” off after disconnected. 

X 



■ a-056 



p2 



FRAME PREPARE FOR WELDING. _ . 








50 


Frame drill arrf cut off per l”of drill..for,weld 


- 


- 

j 

(53 

54 


” chip and dress per sq.inch of weld. 


- 


_ 

1 


154 

55 


spread for weld after cut off or cracked. 


- 


- 


[55 

56 


cut off cer an.inch with Acetylene torch. 


_ 




p6 

.57 


” cut off gate or riser after Thermit Weld. 


- 




5>7 

58 


Chip 4 dress after weld per sq.in.for fit ports 


- 


- 


68 


NOTEtWtoere parte are centrally located number of parte in 
pcs. col. is complete. 






















































































































12 17 1915 


MP-1-PW-A.E.3. 

PENNSYLVANIA RAILROAD CO. 


1-G28 


enc.no.. 


SHOP. ISSUED BY_GANG. S.O. 


ITD 

NO. 

. 

PCS. 

H6-H6a MAIN FRAMES, CONNECTING BRACES AND 
CASTINGS - ERECT AND SECURE. 

NOTE:To connect at front splice use #1-F21. 
NOTE:To connect at hoiler clamps and pads uso 
# 1-G2 for H6 and # 1-G4 for H6a. 

R6 

H6a 

AMOUNT 

ITEM 

NO. 

Pcs. 

Iff, 

RATE 

NO. 

Pcs. 

RATE 

1 

2 


Frarae(new)in position and fit (with crane). 

1 

.466 

1 

.848 



L 


M ’’ J ’ " « ” (without crane). 

1 

- 

1 

- 



2 

3 


M (old)in -position for holtii^lwith crane). 

1 

.466 

1 

.848 



3 

4 


" ” ” ” ’• ’• (without crane). 

1 

- 

1 

- 



4 

5 


Frarao and hrace holt holes drill -per 1”. 


.053 


,Q 53 



5 

6 


Frame and foot elate holts drill per 1”. 


.074 


.074 



6 _ 

7 


Frame, hrace and casting holts rosebit per 1". 


- 


- 



7 

0 


Frame ream &blt at guide voke sun.-per ver.holt. 

2-7 

.138 

2-7 

.138 




9 


’* ream &blt at transm’s’n hanger cross brace. 

2 -h 

,117 

2-h 

.117 

j 


9 

10 


'* M " " ” ned.leg cross hraco ner bolt. 

2 -h 

,117 

2-h 

.117 



10 

11 


" " " " '* fost plate cast.nor col.holt. 

9-C 

.149 

9-o 

.149 



JJL 

12 


.. .. .. .. .. #1 8 tiff.cast.Ahot.rail per hit 

2-7 

.116 

2-7 

.116 



12 

13 


" ” ’• ” #2 ’* •' por hor.bolt. 

4-h 

.116 

3-h 

.116 



13 

14 


" " " " " 42 • ’* per ver.holt. 

4-7 

.116 

4-v 

.116 



14 

15 


’• ’’ ’» ’• " 43 •• " ner hor.bolt. 

6 -h 

.116 

?-h 

.116 



JL5. 

16 

. 16 


•* " ’’ ” ” 43 *» per ver.holt. 

4-v 

.116.. 

4~ v 

,116 



17 


•* M •» •• •• 44 " ” ner ver.holt 

X 

X 

3-v 

.116 



17 

18 


** holt to trans.hgr. cross hraO(nnt&etrad)or t-blt 

1 

.063 

1 

.053 



18 

19 


Frame holt to deck plate support per tap holt. 

3-t 

t02l 


.021 



19 

20 


Frame counterbore for collar holts -per hole. 







20 



ROCKER BOX A LIFT 'SHAFT TTEMSfUse with fra.rpra) 








21 


Rocker box support erect in nos.for bolting. 

1 

_ 

1 

_ 



21 

22 


•' ” ’’ream and holt at frame ner holt. 

2 -v 

.117 

2-7 

,117 



22 

23 


" ” & arm erect in nos.for holting(crano). 

1 

tH? 

1 

.117 



23 

24 


*' ’’ ’* •• H *• « " "(no crane). 

I 


1 

_ 



24 

25 


" " reamthlt at fra.&g'uide yoke sup.Mbit. 

1 r-Y 

.138. 

1-7 

.130 



25 

2fi 


m ii *» n *» i» ,, it it it tt ffihlt. 

2 -h 

.138 

?rh 

.138 



26 

27 


" " " •• ” " support per ver. holt. 

2-7 

,117 

2-7 

.117 



27 

28 


Lift shaft &hearin^*s( intact ) erect for bite. ( era.' 


.117 


.117 



28 

29 


m m tt it .t n .t ..( n0 cra j 







29 

30 


" '’hear.reanAhlt to fra.firflstif f. cast .®blt. 

2 -v 

.148 

2 -v 

.148 



30 



BRACES & CASTINGS ERECTfExcept holt to frames). 








31 


Guide voke sunnort in nosition for bolting. 

1- 

- 

1 

- 



31. 

32 


" " in position for bolting with crane). 


.117 


,117 



32 

33 


" *• . "(without crane). 


- 


- 



33 

34 


’’ " . rearTfchlt to sunnort ner hor.bolt. 

4-h 

.035 

4-h 

.035 



34 

JSl 


” ’’ " ’* " " 41 exn.sheet ner holt. 

2 -h 

.058 

2 -h 

.058 



35 

3$ 


Trans.hgr. cross hrace in nosition for bolting. 


.106 


.106 



36 

37 


Pedestal leg cross hrace erect for bolting. 


.106 


.106 



37 

38 


Foot nlato cast, in nosition for bolting(crane). 


.212 


.212 



38 

.39 


" " " " " " •* (no crane). 


. 


_ 



39 

40 


Bot.cah brack.in nos.for holtirvr(with crane). 

1 

.175 

1 

.175 



40 

41 


" " ” M ” ’• ” (without crane). 

1 

- 

1 

- 



41 

42 


•• " "secure to frame ner nut ( collar holts) 

9-C 

.021 

9-c 

.021 



42 



" " ’’holt to ton cab bracket per holt. 

5-h 

.021 

5-h 

.021 



43 

44 


*■’ ” ” ” " foot plate per (nut&ptudlor tr-t^t 

2 

.053 

2 

.063 



44 

45 


” ’* ’’secure to cab hand rail por nut. 

1 


3 




45 

48 


Top cab bracket in nosition for bolting. 

1 

.175 

1 

.175 



40 

47 


" ” ’’secure to run.hoard per roch.bolt, NO? 

1 5 

.021 

5 

.021 



47 

48 


Cab side sheet in nosition for bolting. 

1 

.058 

1 

.058 



4fL 

, 4? 


” " ” holt ner holt. 

16 

.021 

16 

.021 



*£ 

50 

50 


Stiff.casting #1 in position for bolting. 

1 


l 




51 


»t n #2 " ** n 

1 

_ 

1 

_ 



51 

52 


*t it it it it it 

1 

- 

1 

_ 



52 

53 


•f *» tt ft n it 

X 

X 

2 

_ 



53 

54 


Back exp.sheet hrace in -position for bolting. 

X 

X 


.106 



54 

55 


” "'sh.braj-eamkblt to #4stiff.casting ner bit. 

X 

X 

6 

.117 



55 

56 


" " sheet bra.ream&blt to sheet ner boll 

X 

X 

7 

-05ft 



56' 

JlL 


Frame & brace holts anplv each (no reaming). 


.053 


.053 



67 

58 









58 


NOTE: Where parte are centrally loca'^jromber of parts 

in pos. col. 16 corqplete. TOTAL:- 


t 


444 





































































































1 30 >915 


MP-l-PW-A.E. £>. 
P3W5YLVANLA RAILROAD CO. 


1-G29 


ENC.ROj, 


8H0P._ISSUED BY . _ GANG. S.O. 



NO. 

K6b MAIN FRAMES. CONNECTING BRACES AND CASTINGS.. 

H6b 



irzv 

res. 

REMOVE. 

NOTE:Frane dlBC’t at splice use # 1-F20. 
rOTZ.rra.-oo dlec't at boiler clamps use # 1-03. 

'Jo. 

Pcs. 

??S,1 

RATE 

AMOUNT 

ITEM 

l 


Fra?>e dl ec’t at s-uide yoke per ver. bolt. 

? -y 

.058 



1 

2 


” 7 '* "d «i crosa brace por hor.bolt. 

2 -r 

.058 



2 

3 


'V ” at SI cross brace per ver. bolt (bottom). 

2 -i 

.058 



3 

4 


" " ” #1 " " per hor_bolt (bottom). 

JZ-h 

,068 



4 

5 


M M " #2 - stiffening brace rer hor. bolt. 

3.0-h 

,068 



5 

6 


M " #2 " " brace & lift shaft bear.per belt. 

2-7 

.058 



6 

7 


" " " #2 " " " per rer.bolt (bottom). 

2 -v 

.058 



7 

8 


" ” " pedestal leq" cross brace por bolt. 


.058 



8 

9 


" " " bottom cab bracket per put (collar bolts). 

9-rC 

.021 



9 

19 


" '• " foot plate casting per collar bolt. 

9-c 

".106 



10 

ui 


m •* <• pack e-rp. eheet cross brace cast.per bit 


,068 



n 

.12 


• ’* M stiff.cast. (bet.ma,In Aback wheels)®ver.bit . 

A-Ji 

.058 



J2 

13 


" ” ” M " " .. flhor.blt . 

3-h 

L .068 



13 

14 


" " " _ M ’’(back of tack wheel slner hor.bolt. 

5-b 

.058 



14 

16 


M ” " •» •• " " " ” per ver.bolt. 

4 -v 

.058 



15 

16 


M M " deck plate support por tap bolt. 


.023 



16 

17 


Frame brace and casting holt^ 111 opt por, 1”. 


7053 



17 

18 


3ollar block for removal of one framo. 





18 

19 


Foot plate castltv? block for removal of one frame. 


_ 



19 

2C 


Frame remove after disconnected (with crarje). 

1 

.848 

1 


20 

21 


” ,r " (without crane 1. 

1 

.. 



21 



LIFT SHAFT OPERATIONS (Use with.-Tram© repairs). 






22 


Front lift shaft cap off per cap. (*1-M2) 

1 

^042 



22 

23 


" " " block or tie for removal of linkhraek(") 

1 

^117 



23 

24 


M M •• remove after disconnectediwith cra)( " 1 


.869 



24 

25 


” •• '• " . " " (without crane). 





25 

26 


Back lift shaft and bearings block for removal of frame. 





26 

27_ 


" M . H ( Intact) remove (with crane) 1*1-M2) 


#456 



27 

28 


" •• ” " " (Without crane). 


- 



2 fl 



BRACES ANT) CASTINGS REM07E( Except disconnect at frame). 






29 


Guide yoke dise’t at #1 cross brace per vnr. bolt. 

6-7 

.021 



29 

30 


. " ” ' " center connection per bolt. 

0 -h 

^021 



30 

31 


" " " #1 expansion sheet per bolt(one side 

9-h 

.026 



31 

32 


" " " " knee and link bracket per horblt(*l-M2) 

3-h 

.0?6 



32 

33 


" " " " link bracket onlv per bolt. (*1-M2) 


t.074 



3? 

n a 


Link bracket remove after disconnected. 

11 




34 

35 




.224 



35 

36 


" ” " ” " (without crane). 

1 




36 

37 


No. 1 cross brace(under flrulde vokeloff after disconnected. 


J03 



37 

30 


No.2 •• " (und.rear lift shaft Idiso’t at#2 exp.sh.flhl 

ZLrh 

,.026 



38 

39 


No.2 " *’ " " " •» off after disc’td. 





39 

40 


Bot.cab bracket disc’t at top bracket per bolt. 

5 

.024 



40 

41 


" " ’* " hand rail support per bolt. 

2 

- 



41 

42 


" " " " " foot plate per (rrut Aetnd )or t-blt 

ZA 

.127 



42 

43 


•• ” " off after disconnected (with crane). 

1 

- 



43 

44 


•* M " " " ” (without crane). 


_ 



44 

45 


Top cab bracket disc’t at run.board per bolt. N.O.W. 

!5 

.023 



45 

A6 


” " M off after disconnected. 

1 




46 

47 


Cab side sheet disconnect per bolt. 

16 

.023 



47 

48 


" " " off after disconnected. 

1 

_ 



48 

49 


[Back erp. sheet cross bra. disc* t at #3 exp. sheet per bolt. 

7-h 

.026 



49 

50 


,f " •’ " "off after disconnected.* 


.058 



50 

.51 


" M " ” " caotiner off after*disconnected. 


- 



51 

52 


Stiff.casting £1 or #2 off after disconnected. 

2 

- 



52 

53 


Foot plate casting off after disconnected (with crane). 


.,1-i? 



53 

54 


" M ’* ” . . " 2 (without, c rgn 





54 



FRAME PREPARE FOR WELDING. 






55 


Frame drill and cut off per l"of drilling for weld. 


- 



55 

56 


" chip and dres3 per square inch of weld. 


- 



56 

57 


" spread for weld after cut off or cracked. 


- 



57 

58 


" cut off per square inch with Acetylene torch. 


- 



5fi 

PO 


" cut off pate or riser after Thermit weld. 


- 



50 

60 


Chip and dress after weld per square inch for fit parts. 


- 



60 

61 


Back expansion sheet brace stop remove per bolt. . 

2 -v 

.058 



61 

62 


Back expansion sheet cross brace diect.from cast @bolt. 

6 -b 

.068 



62 


NOTE;Where parte are centrally located number or parts in 
pcs. col. is coaplete. 

TOTAL: 





445 





















































































































































































I 8 6 1915 

1-J1 


MP-l-Pfc’-A.E.S. 

FDTNSYL7ANIA RAILROAD CO 


zss.no. 


SHOP. ISSUED BT GANG. 5.O., 


cej^ 

NO. 

PCS. 

E2-E2d-E3a-E3d - TRAILER RADIAL TRUCK( INSIDE 

JOURNAL TYPE). 

REV07E. 

RATE 

AMOUNT 

leu 

j 

1 


Trailer truck- box rer.ove when bolted in -position ( *1-021. 

.465 

Li : I 

i 1 

2 


Spring eaualizor removo. 

.023 



! 2 

2 


Bolster hgr.anart ar.d Out per palr(ir.c.dot.5-7-8-9-12-14 ). 




1 n t 

4 


” " beom(detail #l)off after hangers removed. 

- 



4 

5 


" link to foot plate, off per pair f 

.116 



f^ 

6 


Box guide disconnect at frame per side( 4-bolts 1 ( *1-021). 

.188 



fi 

7 


bolts drill out per l'\ f*1-021). 

.053 



i JZ- 

8 


" ” remove after disconnected inc.block bolster. 

- 



1 ^ 

0 


Cross equalizer spool remove eajch,. 

_ 



1 9 

10 


” ” seat casting (73167)dlsccnnect and out. 

_ 




11 


” " and bolster remove after box guide off. (*1-02^) 

.233 




12 


" ” ” " rorove when boiler off (with crane iS-0 

.233 



12 

1? 


’* ” disconnect from "bolster per seclior.(4-bolts). 

- 



13 

14 


" " remove each when bolster not removed. 

— 



2aI 

15 


Bolster link eve bolt remove each. (*1-G8) 

.058 



15 

15 


" harder bearing- fdetail 10)remove from bolster each. 

- 



16 



ERECT AND SECURE. 





17 


Cross equalizer erect cn bolster for bolting. 

_ 



V 

10 


’’ ’* bolt holes ream each. 

v - 



18 

1? 


” ” bolt to bolster per bolt (4-bolts). 

_ 



19 

20 


" and bolster orect in position (boiler on). 

.466 



20 . 

,21 


” " " •• M ’* ” (boiler off). 

.466 



?,1 

22 


Box guide erect in position for beltiry. ( *1-022). 

.117 



?,?, 

23 


" H ream and bolt to frame per bolt(4-per side1(*1-022 

.059. 



23 

24 


” " armlT per bolt (no reaming). 




,24 

25 


Equalizer seat castine(79167)erect.ream Ablt inc.spool. 




|?5 

26 


Boletor link to foot plate cast.erect and secure per pair. 

.234 



m2jL 

27 


” " eve bolt procure and applv each. (*1-G8) 

.053 



27 

29 


Bolster hanger beamfdetai1-1) erect and secure. 

- 



?h 

20 


*♦ ’* ’* line to proper height per beam. 

,058 


\ 

29 

SO 


Bolster hanger bearingfdetail-10)ere~t and secure to bolster 




3*1 

SI 


" M washers, etc., erect and secure per pair. 

- 



31 , 

32 


Trailer truck box erect and bolt in posit Ion(inc.secure brass 

.2-168 . 



32 



REPAIRS. 





33 


Box guides caliper for liners and order liners. 

_ 



33 

34 


” guide liner cut off per liner, (off box or guide). 

• 



34 

25 


” " ” fit up and apply for riveting. 




'35 , 

36 


'• M " rivet liner per liner. 

- 



36 

27, 


’* ” chip and dovetail frame per so.inch per liner 

- 



37 

29 


” ’• (new) in position and fit. (*1-0221. 

.153 



38 

32 


’* ” (new) layout,, remove and have drilled.(*1-022). 

.08 


i 

59 

40 


’’ ’* (nowl drill bolt froles per hole in position. 



I 

40 

41 


Bolster hgrs ^bearns have repaired with now end per track. 

- 



41 

42 


Bolster hanger beam fit up after repaired with new end. 

- 


1 

42 

4? 


'* n fit up after repaired with new end. 

- 


■v - - L " ■■ \ 

j 

43 

44 


Bolster hangers(detail-5Ibushings renew each inc.remove old. 

- 


i 

&L_ 

45 


•* links to foot plat© repair or renew each. 

“ 


' 1 r \ 

45 

46 


Equalizer cross brace have repaired at snith shop. 



-1 

A4_ 

47 

47 


'* " ” fit up after repaired at smith shop. 

- 


i 

40 





! 

48 



FIT If? NEc7 PARTS. 



( 

i 


4? 


Pox .guide fit up new except fit and lavout for bolts. 



i 

49 

50 


Bolster fit. new, 



150 

51 


... ". hanger bearing fdetai.1-10)fit up new. 



,51 

52 


" M beam (detail-1) fit up n<=w. 

_ 



§f; 

53 

.52 


” M (detail-5)fit up new except bushinge. 

_ 


' 

54 ! 


” r| ( detail-5)bush.procure and apply to new hgr. 



|64 

55 


*’ eve bolt procure and fit up new. 

“ . 1 


"{55 ~ 

59 


links to foot plate casting fit up new each. 

? 

| 


^56 

57 


Equalizer seat casting (Y91671 fit .up now. 

f 


?57 

53 


Craea. equalizer fit up row each. 

-- \ 


Ise 

5° 


’Taller rudest©! car fit up r.evr 

t 


1a9~ 

»4. 



“T 

1 


TOM,: 1 

1- 

f 

1 


446 























































































































« 

o 

o 

(=x 


• 3 





447 

































































































































































448 


# NOTE:-Rate for Item #28 does not Include linii^. 






























































































































































449 


Piece WorK 15 
















































































































































































































450 


TOTAL: 


















































































































































1 18 1916 

MP-l-PW-A.E. S. 

1 -WI4 REVl crD (1) PENNSYLVANIA RAILHOAI* CO. 

„_____SHOP. ISSUED BY'__ _GANG. ENGINE NO 





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12 21 1915 


1-PI REVISED (1) 


MP-1-PV7-A. E. S. 

PENNSYLVANIA RAILROAD CO. ERG.NO. 


SHOP. ISSUED BY_GANG. S.O. 


IPQ 

ST 

RIP. 


OX FITTINGS. 

RIVET TORE). 

4 ERECT. 

ERECT. 


! *>♦ 
PCS. 

RATE 

AMOUNT 

SMOKE B 
(EXCEPT 
STRIP 

NO. 

PCS. 

RATE 

| AMOUNT. 

ITEM 

1 


.021 



Bad£ro T>late. 


.047 



1 

2 


.093 



Blower connection including casket. 


.213.. 



2 






" " can and chain. (*1-P2) 


.047 



V 



.053 



Blower nine inside smoke box (l"tyne). 


.254. 



4 

5 


.053 



.. .. h .r (i^nyne). 


.286 

. 


5 

6 


_ 



Blower add. when nine inside netting. 





6 



- 



Classification larrm holder. 


.07 



7 



.088 



Door (cast iron) 

with crane) 


.089 



8 

9 





w if n 

without crane). 





9 

IQ 


.088 



" (stoel) 

with crane). 


.089 



10 

U 





ft «f 

iwithout crane). 


_ 



11 

12 





Door damn off stud ner damn. 





12 

13 


.233 



Frontfcast iron)D13c & smaller tvne. 


.753 



13 

14 


.233 



" " " A4-B8-D16-Fla " D14b 


.753 



14 

15 


.233 



•» « " E-H6-F3C '» 


.753 



15 

1<? 


.5e3 



" " "add. for inside bolt tvne. 


_ 



16 

17 


.233 



Front (steel) DCL3c and smaller tvne. 


.753 



17 

IQ 


.233 



" " . A4-B8-D16-Fla tvne. D14b 


.753 



16 

19 


*233 



•» • *• E-H6-F3C. " 


.753 



19 

20 


.233 



'» " H8-K2-E6-H9-K4-L1 " 


.753 



20 

21 


*117 



Front add.when fitted with extra bolts. 


.349 



21 

22 





” chip & finish end of bolt ner bolt 


.021 



n 

2? 


*07? 



Hand rail per side inc.necessarv coltiraru 

. 

.129 



23 

24 


f 143 



" " on front " " "(n-C4 


.318 



24 

25 


,Q?J 



" " columns each. "(*1-01 

) 

.023 



25 

26 


.106 



Head light. 


.148 




27 





" " nlate board. 


.138 1 



37 

28 


.042 



" ” plAte. 


.138 II 


26 

29 


.023 



” ** " columns each. 


.023 



29 

90 


.085 



" " bracket ea.fonton s-box). 


.09 



30 

91 


,085 



" (on front). 


.08 



31 

52 


.053 



Head li/?ht sten bolted tvne.(except K2) 


.095 



32 

—22 

24 


.105 



" " riveted " (*3-Pl) 


.285 



39 


- 



Hand hole can and chain. 


- 



34 

2£ 


.012 



Hand hole flancre ner rivet. (*3-Pl) 


.095 



35 

2£ 


^-064 



Number nlate. 


.064 



36 

22 





Protect.plate to front per sec.inc.asb. 


_ 



37 

98 


1 



" " for bottom sheetfeast iron) 


.175 



38 

22. 


1 


” " fire clav. 





39 

4<? 


U2fiJ 


Spark honndr cinder pipe from casti*3-pl 


.17 



40 

4L 


.138 g 


n " bottom cast .slide &j?b?e M ) 


.17 



41 



- I 


" " " "4 slide onlv. 





42 

—42. 


.619 I 


" "ton cast.inc.erasket or cement. 


.636 



43 



X j . 


” " ream flange holes each. 





44 

-42 




Staok (cast iron) with crane. 


.339 



45 

-42 


.318 3 


" (sheet " ) 


.339 



46 

—41 


.362 j 


" base 


.339 



47 

-42 




Stack (cast iron) without crane. 





48 

4SL 


•• 9 



" (sheet " ) " 





49 

-22. 


- 8 



" base " >* 





50 

-21 


• 064 



Grab iron at running board ner rivet. 


.053 



51 

-22. 





Head lihrht bracket cross bolt R.£ RtNOW 


.063 



52 

-22 


— j 



S-box rin# and front scrape off cement 





53 

—24 


— j 



Head liffht nlate riveted per rivJK2 tv 


.021 



54 

-22. 


x I 



Pront rina- bolts drill out ner 1"(*1-P3 


.058 | 



55 

6£ 


x 8 


: 

Door damn stud renew inc.drill & tan. 


.127 J 



56 

21 


■ x 1 



Hand hole oan eve bit .renew inodfiAtar) hi t 


.106 



57 

-J5S. 





" » " chain renewed. 





58 

-22. 


.058 | 


1 

•Vont load on car. 


X 



59 

-22. 


x 



" remove from car. 


.058 



60 

6i 





Add to items 13420 removed wlthour era 





~rr 

£2. 


x 



Head llerht sten replaced for riveting. 


.053 1 



■RT* 

£2. 


- X 



Front rimr cemented. 


-17 




-24. 


k222 . 



Head lif?ht sten bolted K2 tjrpe. 


.117 8 



ft 

-J6£. 


Zoaal: 


j 

Steam nloe cover rin* ner rivet. 


.095 



65 

TOTAL 




454 




































































































































IA 

o> 



455 




























































































































3 7 1116 


MP-l-FW-A.E.S. 

PENNSYLVANIA RAILROAD CO 


ENQ*NO 


5-W3 


SHOP. ISSUED .BY_GANG. S.O^ 


I?B» 

PIPES 

CLAMPS 

LOCOMOTIVE PIPES - AIR PUMP AND MAIN 
RESERTtIR, LUBRICATOR, STEAM HEAT 

AND BLOWER. 

REMOVE. REPLACE AND MAKE NEW. 

PIPES 

CLAMPS. 

AMOUNT 

ITEM 


RATE 

Off 

RATE 

On 

RATE 

Off 

RATE 

On 

PCS 

Off 

PCS 

On 

PCS 

Iff 

PCS 

On 






AIR PUMP AND MAIN RESERVOIR PIPES. 








1 





Prom starting valve to govApump(stableIT 

.053 

,53 

,023 

.042 



1 

2 





" goveanor to Tamo. 

_ 


X 

X 



2 

3 





” " to pump each. R6-H8 tv 

.053 

.519 

X 

X 



3 

4 





Drain pipe to governor. 

.023 

.138 

X 

X 



4 

5 





Air pipe from gov.to reservoir. 

.021 

.130 

.023 

.042 



6 

6 





Pump exh.from pump to front end con. 

.027 

.265 

,023 

.042 



6 

7 





" " * front con.to cylinder. 

.026 

.265 

X 

X 



7 

6 





M air inlet inoludiw? 9trainer. 

.023 

.053 

X 

X 



8 

9 





” drip pipe to steam cyljjder. 

.0053 

.074 

X 

X 



9 

10 





Right tump discharge to crossover pipe. 

.053 

.392 

.023 

.042 



10 

11 





Punrp dl achate crossover pipe. !l.l/4") 

.053 

.424 

.023 

.042 



JUL 

12 





Prom crossover pipe con.to left mn res., 

.026 

.196 

.023 

.042 



1£ 

13 





" n " " " left -pimp. 

.027 

.196 

.023 

.042 



12 

14 





" " ” M to left vert.res 

- 

- 

- 

• - 



14 

15 





Left punrp connection screw off or on. 

. - 

- 

X 

X 



!£ 

16 





Res.crossover between main reservoirs. 

.053 

.424 

.023 

.042 



16 

17 





*’ supply vert.to ho rz. res vr. right. 

.053 

.424 

.023 

.042 



17 

18 





•• •• *» t« >• m left. 

.053 

.424 

.023 

.042 



1$ 

19 





Prom right ver.res.to doub.head cock. 

- 

- 

X 

X 



19 

2 Q 





Discharge frk comp.to left main restor9£-" 

.053 

.392 

.023 

,042 



2Q 






LUBRICATOR PIPES. 








21 





Steam sup.lub to startlrw valve. 3/4” 

.032 

.17 

X 

X 



21 

$2 





" " from dome to stglval.(inside) 


- 

- 

- 



22 

23 





Tal.plpe under .1kt.lub.to f-end con. 

.053 

.35 

.023 

.058 



23 

24 





M "from f-end con.to st.chamber ea. 

.026 

.095 

X 

X 



24 

25 





" "under cylinder Jacket.lD16sD ty) 

.026 

.095 

X 

X 



25 

36 





” "from lub.to rump supply(9^pump) . 

.0053 

.095 

.023 

.058 



26 

27 





" " ” ” " "lub. " ( &fc-”comp) . 

.032 

.117 

.023 

.058 



27 

28 





Pump lub.to union at Jacket. 

.014 

.00 

X 

X 



?8 

29 





" lub.Jackt union to union and. Jackt. 

.021 

.15 

.023 

.058 



29 

30 





" " from union und. Jacket to pump. 

.018 

.12 

X 

X 



30 

31 





Test pipes under Jacket per pipe. 

.064 

.064 

X 

X 



31 

32 





Drip pipe to lubricator. 

.011 

.074 

.023 

.058 



32 

33 





Add to item 21 steam sup.lub.to stg.val.l" 


.042 

- 

- 



32 






INJECTOR PIPES. 


' 






34 





InJ.o-flcnr from inj.to union above rurubd 

.088 

.17 

.035 

.058 



34 

35 





” " ” run. board union t& ground.! 1^" 

.087 

.169 

.035 

.058 



Ff) 

36 





” " ” ” " to aahpan. (l^) 

.087 

.169 

.035 

.058 



3$ 

37 





” steam supply pipe each. 

.053 

.064 

X 

X 



37 

36 





" feed pipe top. 

.053 

.064 

X 

X 



38 

39 





” ” ” bottom. 

.053 

.064 

.053 

.064 



39 

42 


1 

_1 



” branoh pipe front section. 

.053 

.064 

.023 

.042 



40 



| 



” ” back section. 

.053 

.064 

.023 

.042 



41 

42 





" " ” middle section. 

.053 

.064 

.023 

.042 



42 

43 





Frost cock R&R from pipe. (*1-B1) 

.021 

.042 

X 

X 



43 

44 





Add to items 34A35or34A36 for 2^-to3”pine 


.085 

- 

_ 



44 






FITTINGS REMOVE NOT INC.D&C PIPES. 








45 


-1 



InJeotor hand-rail. (*1-51) 

.058 

.148 

X 

X 



43 

46 





Injectors each. 10.1/2 and larger. 

.127 

.106 

X 

X 



4$ 

47 





Auxiliary reservoir! small ty). !*1 -a3). 

.148 

.201 

X 

X 



47 

48 





'1 '"(large ty)." 

.148 

.201 

X 

X 



4fl 

49 





lubricator (3-feed type). 

.058 

.106 

X 

X 



49 

50 





”(5-feed type). fi-Bl) 

.058 

.105 

X 

X 



60 

51 





Steam heat con.on rear end of engine. 

.212 

.254 

X 

X 



fil 

52 





AsbestOB covering air pump et-pioe£eld 

> - 

.22 

X 

X 



52 

53 





Pump governor R1R from pipe. 

.035 

.117 

X 

X 



53 

54 





Air pump strainer R&R from plpe.i*l-Al) 

.023 

.063 

X 

X 



54 

55 


1 



Joints D&C to BAR fittings (N.O.W. 1. 

.011 

.042 

X 

X 



55 

56 





Use item 55 only when pipes not removed 

- 






56 

-&Z- 





Add to^46 for inj.smaller than lO^&llfrs 

- 

Tore 

X 

X 



57 

58 





Res .crossover oetween n&m reservoirej'* 

T072 - 

T4re 

X 

X 



58 

59 





Pipe in.1 .waste coup.wner. no changes mate 

- 

.106 

« 




“60* 

60 





Pipes cooling coil 1.1/4" 

♦058 

.36 

.023 

.042 



61 





Regulator air pipe tcopper). 

.047 

.047 

.023 

.042 



61 

62 





Pipe circulating saddle tank 1.1/2” 

.032 

.477 

.023 

.042 



62 

63 





" to luoncator 3/8" 

.032 

.117 

X 

X 



63 

i* or. 

tntrecting includes necessary setting and a 

ajusting. 

* 

TOTAL: 





456 

































































































































Appendix V 


Cars Repaired and Average Piece Work Rating for Gang No. 5 at Lucknow Car Shops, 
Pennsylvania Railroad for Year 1917. 


NOTE: Certain errors in the reckoning of the mechanic who 
kept this record were discovered too late for corrections to be made 
in the table and chart shown in Part II, Section 1. For this reason 
a slight difference will be found between certain average earnings 
in this appendix and those shown in Part II. The variations are so 
slight that the appearance of the chart would not be materially al¬ 
tered. It presents a picture of the fluctuation in the earnings of a 
piece worker. 


NUMBER OF CARS REPAIRED AND AVERAGE PIECE WORK RATING FOR GANG NO. 5 AT LUCKNOW 

CAR SHOPS FOR YEAR 1917. 


Jan. 1— 






Jan. 8— 










Money 

Average 





Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

7500937 

P.L. 

Gond 


.18 


706335 

P.L. 

Hop 


.18 


203394 

P.R.R. 

Hop 


1.83 


6057 

W.M. 

Hop 


.53 


322421 

P.R.R. 

Gond 


13.09 


209233 

P.R.R. 

Gond 


1.50 


577994 

P.L. 

Box 


.10 


718842 

P.L. 

Coke 


.71 


122322 

C.S.R.O.&P. 

Box 


3.30 


718353 

P.L. 

Hop 


1.56 


190254 

P.R.R. 

Coke 


2.01 


196682 

P.R.R. 

Hop 


.77 


094166 

P.L. 

Hop 


1.69 


233167 

P.R.R. 

Hop 


.46 


283707 

P.R.R. 

Gond 


.37 


205547 

P.R.R. 

Hop 


2.10 


780510 

P.R.R. 

Gond 


2.50 


336556 

P.R.R. 

Gond 


.18 


854198 

P.L. 

Gond 


.55 


322335 

P.R.R. 

Gond 


.36 


291471 

P.R.R. 

Gond 


5.35 


28467 

N.&W. 

Gond 


.18 


8132 

B.W.C.Co. 

Hop 


5.05 


288688 

P.R.R. 

Gond 


.53 


2058 

W.C.Co. 

Gond 


.18 


322977 

P.R.R. 

Gond 


14.63 


190246 

P.R.R. 

Cope 


2.96 


936939 

P.L. 

Flat 

• 

.18 



. 


72 

39.16 

.544 




60 

23.87 

.398 

Jan. 2, 4, & 






Jan. 9— 






647133 

P.L. 

Coke 


.41 


380297 

P.R.R. 

Gond 


11.27 


923062 

P.L. 

Hop 


1.58 


322414 

P.R.R. 

Gond 


12.05 


43968 

P.R.R. 

Box 


.35 


714707 

P.L. 

Hop 


9.22 


859151 

P.L. 

Gond 


.18 


408925 

P.R.R. 

Coke 


.36 


340007 

P.R.R. 

Gond 


.10 


731183 

P.L. 

Hop 


.36 


77191 

P.L. 

Gond 


.10 


195338 

P.R.R. 

Hop 


.71 


7935587 

P.L. 

Gond 


.10 


335455 

P.R.R. 

Gond 


.36 


7140 

V.R.R. 

Box 


.18 


435914 

P.R.R. 

Flat 


3.08 


854272 

P.L. 

Gond 


.IS 








292959 

P.R.R. 

Gond 


.89 





60 

37.41 

.62 

298980 

P.R.R. 

Gond 

\ 

1.07 


Jan. 10— 

“ 





292736 

P.R.R. 

Gond 


3.38 


105918 

C.P. 

Box 


.36 


297113 

P.R.R. 

Gond 


21.44 


195329 

P.R.R. 

Hop 


3.15 


192060 

P.R.R. 

Hop 


1.52 


7612 

V.R.R. 

Gond 


.18 


695444 

P.L. 

Hop 


3.82 


41309 

P.R.R. 

Box 


2.54 


99977 

B.&O. 

Box 


.86 


298519 

P.R.R. 

Gond 


4.00 


339889 

P.R.R. 

Gond 


.10 


538004 

P.L. 

Box 


4.34 


165291 

P.R.R. 

Hop 


4.85 


341852 

P.R.R. 

Gond 


.05 


6811 

V.L. 

Box 


1.56 


682515 

P.L. 

Hop 


8.07 


47137 

I.C. 

Box 


13.69 


55865 

P.R.R. 

Box 


.62 








19368 

P.R.R. 

Box 


2.06 





136 

56.36 

.414 

559384 

P.Co. 

Box 


1.96 


Jan. 3, 6— 






27187 

P.R.R. 

Box 


2.95 


406251 

P.R.R. 

Coke 


1.52 


209692 

P.R.R. 

Hop 


1.59 


922666 

P.L. 

Coke 


.53 








352162 

P.R.R. 

Gond 


.36 

• 

\ • ^ i 




70 

31.87 

.451/4 

337538 

P.R.R. 

Gond 


3.56 


Jan. 11— 






855950 

P.L. 

Gond 


4.56 


302107 

P.R.R. 

Gond 


10.06 


148790 

P.R.R. 

Coke 


.56 


263298 

P.R.R. 

Hop 


26.98 


297014 

P.R.R. 

Gond 


3.62 


278360 

P.R.R. 

Gond 


.42 


861841 

P.L. 

Gond 


.92 


516431 

P.L. 

Box 


1.40 


54108 

Erie 

Gond 


4.39 


277776 

P.R.R. 

Gond 


.36 


35558 

P.R.R. 

Box 


4.14 








159944 

P.R.R. 

Hop 


14.91 





70 

39.22 

.56 




93 

39.07 

.41*4 

Jan. 12,13- 






Jan. 7— 






676483 

P.L. 

Hop 


6.99 


196893 

P.R.R. 

Hop 


1.59 


293022 

P.R.R. 

Gond 


3.98 


192263 

P.R.R. 

Hop 


3.19 


27776 

P.R.R. 

Gond 


.36 


921376 

P.L. 

Hop 


.71 


862557 

P.R.R. 

Gond 


.53 


772225 

P.L. 

Gond 


.10 


188685 

P.R.R. 

Coke 


2.85 


291266 

P.R.R. 

Gond 


10.41 


303538 

P.R.R. 

Gond 


9.99 


51055 

G.T. 

Stock 


.69 


3490 

H.&B.T. 

Hop 


.36 








921377 

P.L. 

Hop 


.36 





36 

16.69 

.46 

945350 

P.L. 

Hop 


1.59 



459 


i 












Money Average 


No. Car 

Initial 

Class 

Hours 

Earned 

912097 

P.L. 

Hop 


27.93 




105 

54.94 

Jan. 15— 
(576510 

P.L. 

Hop 


3.19 

515387 

P.L. 

Box 


.92 

293725 

P.R.R. 

Gond 


16.56 

701842 

P.L. 

Hop 


1.25 

905282 

P.L. 

Coke 


.18 

33166 

c:&o. 

Gond 


.36 

4S128 

P.R.R. 

Box 


2.85 

360394 

P.R.R. 

Gond 


16.73 

29615 

P.R.R. 

Gond 


1.60 


73 43.64 .591/2 

Total number of hours worked. 775 

Cars repaired . Ill 

Average rate .493 


Jan. 16- 


182337 

P.R.R. 

Hop 

1.60 

296615 

P.R.R. 

Gond 

13.24 

321628 

P.R.R. 

Gond 

.36 

SQ7093 

P.L. 

Gond 

.18 

3052 

P.R.R. 

Gond 

1.68 

302220 

P.R.R. 

Gond 

.18 

558092 

P.L. 

Box 

4.76 

16824 

P.R.R. 

Box 

3.18 

647482 

P.L. 

Stock 

.41 

56599 

P.R.R. 

Box 

4.63 


Money Average 


No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

799533 

P.L. 

Gond 


.18 


562394 

P.L. 

Box 


1.82 


855135 

P.L. 

Goild 


7.64 





36 

- 1 

25.32- 

.703 

Jan. 23, 

24, 25, 26— 





296892 

P.R.R. 

Gond 


1.84 


727056 

P.L. 

Hop 


.89 


823047 

P.L. 

Gond 


.18 


47681 

P.R.R. 

Box 


4.64 


277169 

P.R.R. 

Gond 


1.84 


48746 

P.R.R. 

Box 


2.85 

V 

14827 

V.R.R. 

Gond 


21.44 


532818 

P.L. 

Box 


.18 


86294 

N.Y.N.H.&H. 

Box 


3.20 


903288 

P.L. 

Hop 


27.45 


14955 

V.R.R. 

Gond 


74.13 





234 

138.64 

.59 

Jan. 26, 27— 





294960 

P.R.R. 

Gond 


33.66 


294842 

P.R.R. 

Gond 


.36 


196594 

P.R.R. 

Hop 


.18 


801199 

P.L. 

Gond 


3.47 



• 


70 

37.67 

.53y 2 

Jan. 27, 

29, 30— 





863363 

P.L. 

Gond 


.36 


775140 

P.L. 

Gond 


2.85 


921775 

P.L. 

Hop 


50.67 






60 

30.22 

.50% 

Jan. 17,18— 





152131 

P.R.R. 

Box 


.10 


291327 

P.R.R. 

Gond 


S.65 


1 

Fire 

Pot 


.39 


559815 

P.L. 

Box 


2.26 


103559 

P.R.R. 

Ref 


.36 


323206 

P.R.R. 

Gond 


28.58 


857073 

P.L. 

Gond 


.89 


51759 

Erie 

Gond 


.18 


323346 

P.R.R. 

Gond 


22.62 

' 

15231 

P.R.R. 

Box 


.10 





115 

64.13 

.55% 

Jan. 19— 






85425 

P.R.R. 

Box 


.52 


279223 

P.R.R. 

Gond 


.18 , 


203198 

C.M.&P.S. 

Box 


.18 


322684 

P.R.R. 

Gond 


.53 


48357 

P.R.R. 

Box 


2:85 


352084 

P.R.R. 

Gond 


.18 


57128 

N.Y.N.H.&H. 

Gond 


4.39 


693561 

P.L. 

Hop 


10.34 


76139 

P.R.R. 

Box 


5.11 


750207 

P.L. 

Gond 


1.79 





60 

26.07 

.431/4 

Jan. 20— 






6731 

W.M. 

Hop 


1.48 


3500834 

P.R.R. 

Gond 


5.12 


860188 

P.L. 

Gond 


20.02 


159367 

P.R.R. 

Hop 

• 

1.91 





49 

28.53 

.58 

Jan. 22— 




■ 


322469 

P.R.R. 

Gond 

' 

15.02 


152633 

P.R.R. 

Hop 


.66 



Total number of hours worked.. 
Cars repaired . 

Avprnsfp rnfp . .. 

126 

53.88 

.42% 

750 

56 

.537 

Feb. 1— 




• 


263158 

P.R.R. 

Hop 


.19 


289306 

P.R.R. 

Gond 


4.53 


296156 

P.R.R. 

Gond 


6.04 


212084 

P.R.R. 

Hop 


14.47 


171187 

B.R.&P. 

Gond 


.18 


11648 

V.R.R. 

Gond 


.10 


295242 

P.R.R. 

Gond 


1.42 


921394 

P.L. 

Hop 


1.42 


67081 

P.R.R. 

Box 


2.01 





60 

30.36 

•5oy 2 

Feb. 2, 3— 





29128 

L.V. 

Gond 


2.87 


714656 

P.L. 

Hop 


6.02 


155887 

P.R.R. 

Hop 


2.06 


297930 

P.R.R. 

Gond 


2.81 


303424 

P.R.R. 

Gond 


21.74 


285412 

P.R.R. 

Gond 


.18 


297357 

P.R.R. 

Gond 


1.07 


291860 

P.R.R. 

Gond 


.71 


296888 

P.R.R. 

Gond 


.36 



. 


117 

37.82 

.32% 

Feb. 4— 






301722 

P.R.R. 

Gond 


.18 


289145 

P.R.R. 

Gond 


.18 


532973 

P.L. 

Gond 


1.47 


546311 

P.L. 

Box 


.18 


77411 

C.&N.W. 

Gond 


2.14 


299773 

P.R.R. 

Gond 


.66 



460 





















No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

279260 

P.R.R. 

Gond 


.92 


S10133 

P.L. 

Gond 

. 

19.95 





45 

25.68 

.57 

Feb. 6— 
161272 

P.R.R. 

Hop 


7.03 


1797 

B.W.C.M. 

Hop 


.36 


146644 . 

B.&O. 

Gond 


.18 


901973 

P.L. 

Hop 


.36 


188627 

P.R.R. 

Hop 


1.56 


772503 

P.L. 

Gond 


.10 


160156 

P.R.R. 

Hop 


.53 


203191 

P.R.R. 

Hop 


3.98 


14180 

P.R.R. 

Gond 


6.83 





40 

21.53 

. 531/2 

Feb. 7, 8, 

9, 10— 





15658 

V.R.R. 

Gond 


4.04 


253143 

P.R.R. 

Hop 


1.84 


857235 

P.L. 

Gond 


1.84 


904840 

P.L. 

Hop 


.36 


351132 

P.R.R. 

Gond 


15.17 


29552 

B.W.C.M. 

Hop 


1.42 


135245 

Southern 

Box 


5.71 


48335 

P.R.R. 

Box 


2.85 


218593 

P.R.R. 

Hop 


2.80 


801199 

P.L. 

Gond 


.55 


903913 

P.L. 

Hop 


1.07 


41168 

P.R.R. 

Box 


1.42 


161845 

P.R.R. 

Hop 


3.15 


288635 

P.R.R. 

Gond 


10.14 


911911 

P.L. 

Coke 


.36 


158743 

P.R.R. 

Hop 


.13 


19852 

P.R.R. 

Box 


2.01 


279377 

P.R.R. 

Gond 


.18 


204361 

P.R.R. 

Hop 


3.72 


501663 

P.L. 

Box 


.80 


305504 

P.R.R. 

Gond 


21.88 


837049 

P.L. 

Gond 


12.46 


324881 

P.R.R. 

Gond 


32.68 


17118 

P.R.R. 

Box 


.82 


253164 

P.R.R. 

Hop 


12.09 





243 

139.50 

•5714 

Feb. 12— 






150203 

P.R.R. 

Hop 


.73 


321549 

P.R.R. 

Gond 


3.43 


265056 

P.R.R. 

Hop 


.89 


726372 

P.L. 

Hop 


1.26 


161379 

P.R.R. 

Hop 


.18 


171958 

P.R.R. 

Hop 


3.75 


192086 

B.&O. 

Box 


.48 


188986 

P.R.R. 

Hop 


7.20 


206195 

P.R.R. 

Hop 


3.10 


1 

Fire 

Pot 


.39 


• 



70 

21.41 

.30i/ 2 

Feb. 13— 
206427 

P.R.R. 

Hop 


.36 


304455 

P.R.R. 

Gond 


.18 


205095 

P.R.R. 

Hop 


2.50 


215473 

P.R.R. 

Hop 


4.21 


301522 

P.R.R. 

Gond 


1.35 


338949 

P.R.R. 

Gond 


.10 


800903 

P.L. 

Gond 


.18 


323944 

P.R.R. 

Gond 


11.54 


923869 

P.L. 

Hop 


2.39 


217584 

P.R.R. 

Hop 


.71 



No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

293368 

P.R.R. 

Gond 


5.02 


647991 

P.L. 

Stock 


.41 


302454 

P.R.R. 

Gond 


6.50 





70 

3o.4o 

.50 y 2 

Feb. 14— 
200342 

P.R.R. 

Hop 


1.84 


296205 

P.R.R. 

Gond 


5.01 


299516 

P.R.R. 

Gond 


3.17 


165785 

P.R.R. 

Gond 


.18 


302987 

P.R.R. 

Gond 


.89 


201973 

P.R.R. 

Hop 


.52 


288195 

P.R.R. 

Gond 


.92 


380571 

P.R.R. 

Gond 


1.10 


287717 

P.R.R. 

Gond 


3.88 


299719 

P.R.R. 

Gond 


20.00 





70 

37.51 

.536 

Feb. 15— 
41653 

R.R.&P. • 

Hop 


.IS. 


287717 

P.R.R. 

Gond 


.21 


856087 

P.L. 

Gond 


13.62 


647409 

P.L. 

Stock 


.41 


408314 

P.R.R. 

Coke 


.89 


299719 

P.R.R. 

Gond 


3.89 


352791 

P.R.R. 

Gond 


.18 


162563 

P.R.R. 

Hop 


6.97 

! 

210392 

P.R.R. 

Hop 


2.91 





70 

29.26 

•4iy 2 

Total number of hours 

worked... 



785 

Cars repaired . 




113 


Average rate .482 

Feb. So — 


860289 

P.L. 

Gond 


21.71 


501553 

P.L. 

Box 


4.82 





50 

26.53 

.53 

Feb. 17— 






911097 

P.L. 

Hop 

% 

.71 


181223 

P.R.R. 

Hop 


.18 


721981 

P.L. 

Hop 


4.77 


217757 

P.R.R. 

Hop 


1.44 

" 

384339 

P.R.R. 

Gond 


.36 


164057 

P.R.R. 

Hop 


.18 


212503 

P.R.R. 

• Hop 


22.12 

' 




60 

29.76 

.49% 

Feb. 19— 






291480 

P.R.R. 

Gond 


1.62 


708868 

P.L. 

Hop 


.53 


912040 

P.L. 

Coke 


.89 


202377 

P.R.R. 

Hop 


.18 


196926 

P.R.R. 

Hop 


.53 


156926 

P.R.R. 

Hop 


1.95 


715156 

P.L. 

Hop 


.88 


706611 

P.L. 

Hop 


4.08 


344110 

P.R.R. 

Gond 


.05 


739611 

P.L. 

Hop 


20.21 





60 

30.92 

.51^ 

Feb. 20— 






304038 

P.R.R. 

Gond 


.53 


155151 

P.R.R. 

Hop 


.46 


162132 

P.R.R. 

Hop 


12.31 


189537 

P.R.R. 

Hop 


.71 



401 

















No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

204602 

P.R.R. 

Hop 


.18 


718430 

P.L. 

Hop 


.53 


202991 

P.R.R. 

Hop 


.23 


704630 

P.L. 

Hop 


.23 


164096 

P.R.R. 

Hop 


10.31 





50 

25.49 

.50% 

Feb. 21— 
178912 

P.R.R. 

Hop 


1.03 


215473 

P.R.R. 

Hop 


2.58 


43565 

P.R.R. 

Box 


1.15 


189407 

P.R.R. 

Hop 


.18 


534234 

P.L. 

Box 


1.75 


208540 

P.R.R. 

Hop 


15.14 


534208 

P.L. 

Box 


1.84 


694304 

P.L. 

Hop 


.53 





50 

24.20 

•48% 

Feb. 22— 

158242 

P.R.R. 

Hop 

• 

.71 


683792 

P.L. 

Hop 


1.26 


300142 

P.R.R. 

Good 


2.18 


727094 

P.L. • 

Hop 


.96 


193843 

P.R.R. 

Hop 


.53 


21006 

P.R.R. 

Hop 


.53 


49850 

P.R.R. 

Gond 


.18 


823373 

P.L. 

Gond 


4.21 


17204 

P.R.R. 

Box 


.92 





24 

11.48 

.47% 

Feb. 23— 

902109 

P.L. 

Coke 


1.07 


500481 

P.L. 

Box 


.43 


923937 

P.L. 

Hop 


2.44 

« 

162411 

P.R.R. 

Hop 


3.50 

76067 

P.R.R. 

Box 


.18 


695131 

P.L. 

Hop 


16.74 


491820 

P.R.R. 

Box 


1.28 


231629 

P.R.R. 

Hop 


1.05 






60 

26.69 

•44% 

Feb. 24— 

. 





289217 

P.R.R. 

Gond 


1.30 


29603 

P.R.R. 

Gond 


2.49 


193135 

P.R.R. 

Coke 


.36 


310988 

P.R.R. 

Gond. 


4.08 


501918 

P.L. 

Box 


2.56 


279723 

P.R.R. 

Gond 


2.10 


295106 

P.R.R. 

Gond 


7.50 


75697 

U.P. 

Stock 


1.71 


296119 

P.R.R. 

Gond 


1.41 


856924 

P.L. 

Gond 


.53 





54 

24.04 

•44% 

Feb. 26— 






922 

W.C.Co. 

Hop 


.36 


725563 

P.L. 

Hop 


5.63 


284235 

P.R.R. 

Gond 


.42 


302389 

P.R.R. 

Gond 


16.50 





50 

22.91 

.451/2 

Feb. 27, 28— 





149152 

P.R.R. 

Hop 


2.09 


193037 

P.R.R. 

Hop 


24.00 



54 26.00 .48% 


Total number of hours 

worked. 



. 512 

Cars repaired . 




68 

Average rate . 




. .485 

No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

March 1, 2 

>_ 

• 




292384 

P.R.R. 

Gond 


.38 


42124 

P.R.R. 

Box 


.57 


284521 

P.R.R. 

Gond 


1.62 


297160 

P.R.R. 

Gond 


.71 


698206 

P.L. 

Hop 


1.65 


284288 

P.R.R. 

Gond 


1.04 


902725 

P.L. 

Hop 


6.91 


206155 

P.R.R. 

Hop 


.94 


1 

Fire 

Pot 


.39 





40 

14.21 

•35% 

March 3— 
877002 

P.L. 

Gond 


3:02 


800061 

P.L. 

Gond 


.26 


289206 

P.R.R. 

Gond 


.53 


279249 

P.R.R. 

Gond 


.36 


608339 

P.L. 

Ref 


.36 


192079 

P.R.R. 

Coke 


.18 


719435 

P.L. 

Hop 


3.21 


913377 

P.L. 

Hop 


.36 


24326 

P.R.R. 

Box 


1.85 


322086 

P.R.R. 

Gond 


3.01 


204059 

P.R.R. 

Hop 


1.49 


16411 

P.R.R. 

Box 

Box 


1.96 


558125 

P.L. 


2.45 


323475 

P.R.R. 

Gond 


2.29 





50 

21.33 

.42% 

March 6— 
695553 

P.L. 

Coke 


3.00 


189442 

P.R.R. 

Hop 


3.19 


728771 

P.L. 

Hop 


4.67 . 


50338 

C.R.R.ofN.J. 

Hop 


5.18 


192078 

P.R.R. 

Hop 


.18 


292480 

P.R.R. 

Gond 


.18 


795272 

P.L. 

Gond 


.71 


795272 

P.L. 

Gond 


.36 


288365 

P.R.R. 

Gond 


.93 


299783 

P.R.R. 

Gond 


17.37 





60 

35.77 

.59% 

March 7— 
193037 • 

P.R.R. 

Hop 


8.90 


299376 

P.R.R. 

Gond 


18.89 


727015 

P.L. 

Hop 


11.41 





60 

39.20 

.65% 

March 8— 

274857 

P.R.R. 

Gond 


1.96 


156276 

P.R.R. 

Hop 


.71 


315222 

P.R.R. 

Gond 


1.52 


193098 

P.R.R. 

Hop 


1.44 


155984 

P.R.R. 

Hop 


.47 


732156 

P.L. 

Hop 


.18 


200437 

P.R.R. 

Hop 


3.51 


823000 

P.L. 

Gond 


.18 


43766 

P.R.R. 

Box 


1.79 


301714 

P.R.R. 

Gond 


2.31 


210035 

P.R.R. 

Hop 


1.08 


213950 

P.R.R. 

Hop 


5.94 





70 

21.09 

.30 


402 


















No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

March 9— 





• 

706207 

r\L. 

Hop 


.85 


158053 

P.R.R. 

Hop 


.18 


297637 

P.R.R. 

Gond 


.53 


714979 

P.L. 

Hop 


3.48 


702426 

P.L. 

Hop 


5.57 


703830 

P.L. 

Hop 


4.21 


292350 

P.R.R. 

Gond 


15.66 


185362 

P.R.R. 

Hop 


1.27 


731592 

P.L. 

Hop 


.71 


380944 

P.R.R. 

Gond 


18.84 


823057 

P.L. 

Gond 


.04 




1 

68 

51.94 

•76% 

March 10— 





14542 

P.R.R. 

Box 


1.20 


249016 

P.R.R. 

Hop 


4.11 


298684 

P.R.R. 

Gond 


7.04 


202733 

P.R.R. 

Hop 


.51 


4938 

B.W.C.M. 

Hop 


.18 


41909 

P.R.R. 

Box 


1.92 


352717 

P.L. 

Gond 


.18 


558410 

P.L. 

Box 


.18 


533434 

P.L. 

Box 


.36 


165643 

P.R.R. 

Hop 


.71 


215449 

P.R.R. 

Hop 


5.76 


855966 

P.L. 

Gond 


3.17 


870013 

P.L. 

Gond 


.53 


800060 

P.L. 

Gond 


.71 


290812 

P.R.R. 

Gond 


3.55 


322059 

P.R.R. 

Gond 


3.51 





63 

33.62 

.^3% 

March 12, 

13— 





29320 

P.R.R. 

Gond 


45.49 


695506 

P.L. 

Hop 


.53 


155314 

P.R.R. 

Hop 


6.98 


903810 

P.L. 

Hop 


.71 


302920 

P.R.R. 

Gond 


'3.17 


201636 

P.R.R. 

Hop 


3.08 


203709 

P.R.R. 

Hop 


.24 


324548 

P.R.R. 

Gond 


9.39 


501451 

P.L. 

Box 


4.11 


279625 

P.R.R. 

Gond 


.71 


750325 

P.L. 

Gond 


.36 


288397 

P.R.R. 

Gond 


.18 


97274 

Erie 

Box 


.10 


200386 

P.R.R. 

Hop 


4.00 

/ 




140 

79.05 

.56% 

March 14, 

15— 





189988 

P.R.R. 

Hop 


2.85 


298516 

P.R.R. 

Gond 


3.20 


800371 

P.L. 

Gond 


6.91 


296606 

P.R.R. 

Gond 


.18 


303638 

P.R.R. 

Gond 


7.71 


902245 

P.L. 

Hop 


.18 


164230 

P.R.R. 

Hop 


4.64 


302721 

P.R.R. 

Gond 


16.85 


191995 

P.R.R. 

Hop 


.18 


300113 

P.R.R. 

Gond 


.71 


14117 

P.&R. 

Box 


.71 


1874 

N.Y.S.&W. 

Box 


.36 


860990 

\ 

P.L. 

Gond 


3.00 



74 46.48 .62% 


Total number of hours 

worked. 


. 625 

Cars repaired . 



. lbs 

Average 

rate . 



. .548 



Money 

Average 

No. Car 

Initial 

Class Hours 

Earned 

Rate 

March 16— 




731220 

P.L. 

Gond 

.71 


860990 

P.L. 

Gond 

13.92 


202104 

P.R.R. 

Hop 

.18 


904800 

P.L. 

Hop. 

.18 


279625 

P.R.R. 

Gond 

.71 


905247 

P.L. 

Hop 

.36 


407779 

P.R.R. 

Coke 

.18 


188164 

P.R.R. 

Coke 

4.20 


714840 

P.L. 

Hop 

.18 


324514 

P.R.R. 

Gond 

20.17 






70 

40.79 

.58 

March 17- 


f 



■ \ 

297257 

P.R.R. 

Gond 


.71 


196125 

P.R.R. 

Coke 


6.81 


292558 

P.R.R. 

Gond 


5.04 





60 

12.56 

•20% 

March i9, 

20— 





7632 

V.R.R. 

Box 


2.95 

• 

200386 

P.R.R. 

Hop 


43.61 


298797 

P.R.R. 

Gond 


27.86 


152775 

P.L. 

Hop 


.27 

: 

902638 

P.L. 

Hop 


1.26 

i 

294937 

P.R.R. 

Gond 


3.15 





120 

79.10 

.65% 

March 18— 





29522^ 

P.R.R. 

Gond 


23.26 


215002 

P.R.R. 

Hop 


2.75 


150657 

P.R.R. 

Hop 


.56 

t 

823092 

P.L. 

Gond 


.18 

„ 

210206 

P.R.R. 

Hop 


1.41 


160975 

P.R.R. 

Hop 


4.32 

i 




45 

32.48 

.72 

March 21- 






103409 

P.R.R. 

Ref 


.18 


380216 

P.R.R. 

Gond 


2.88 


194823 

P.R.R. 

Coke 


.18 


322242 

P.R.R. 

Gond 


5.50 


901839 

P.L. 

Coke 

• 

6.55 


285896 

P.R.R. 

Gond 


1.03 





30 

16.32 

.54 

March 24, 26— 





301638 

P.R.R. 

Gond 


.18 


1 

Fire 

Pot 


.39 


823309 

P.L. 

Gond 


.82 


155489 

P.R.R. 

Hop 


8.78 


299583 , 

P.R.R. 

Gond 


2.20 

; 

739253 

P.L. 

Hop 


1.33 


162463 

P.R.R. 

Hop 


2.09 


299032 

P.R.R. 

Gond 


5.51 


367783 

P.R.R. 

Gond 


.36 


281750 

P.R.R. 

Gond 


.47 


321631 

P.R.R. 

Gond 


32.46 


299128 

P.R.R. 

Gond 


.71 


501768 

P.L. 

Box 


2.43 


517749 

P.L. 

Box 


.28 


903841 

P.L. 

Coke 


.18 


408382 

P.R.R. 

Coke 


.71 


321403 

P.R.R. 

Gond 


2.89 



468 



















Money 

Average 





Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

718617 

P.L. 

Coke 


.36 


903789 

P.L. 

Hop 


.79 


725228 

P.L. 

Hop 


.74 


300791 

P.R.R. 

Gond 


9.03 








188154 

P.R.R. 

Hop 


7.35 





103 

62.89 

.61 

140958 

P.R.R. 

Hop 


1.94 


March 27, 

28— 





731307 

P.L. 

Hop 


.IS 


435664 

P.R.R. 

Flat 


1.78 


911647 

P.L. 

Hop 


.71 


194104 

P.R.R. 

Hop 


.18 


191662 

P.R.R. 

Hop 


3.15 


203539 

P.R.R. 

Hop 


5.80 


733400 

P.L. 

Coke 


.36 


861013 

P.L. 

Gond 


44.21 

% 

202410 

P.R.R. 

Hop 


1.80 








693606 

P.L. 

Hop 


7.01 





90 

51.97 

.57 yy 







March 28, 

29— 








70 

40.52 

.57 

706204 

P.L. 

Hop 

y • * 

4.56 


April 4- 






725746 

P.L. 

Hop 


14.63 


921344 

P.L. 

Coke 


9.85 


20468 

P.R.R. 

Box 


.92 


150116 

P.R.R. 

Hop 


3.11 


297021 

P.R.R. 

Gond 


.71 


276626 

P.R.R. 

Gond 


1.15 


902118 

P.L. 

Coke 


6.07 


59672 

P.R.R. 

Box 


.79 


23774 

L.V. 

Hop 


4.72 


26163 

N.&W. 

Stock 


.36 


St 

SteelBy 

Hand 


1.34 


322306 

P.R.R. 

Gond 


1.17 


33370 

P.&L.E. 

Box 


.71 


725267 

P.L. 

Hop 


9.41 


278611 

P.R.R. 

Gond 


1.63 


300766 

P.R.R. 

Gond 


4.21 


324554 

P.R.R. 

Gond 


.83 

















50 

30.05 

.60 




82 

36.12 

.44 

April 5, 

6, 7— 





March 30— 





'210859 

P.R.R. 

Hop 


3.23 


683805 

P.L. 

Hop 


19.48 


738293 

P.L. 

Gond 


2.23 


174217 

P.R.R. 

Hop 


2.85 


745209 

P.L. 

Hop 


.36 


342497 

P.R.R. 

Gond 


4.06 


102852 

P.R.R. 

Box 


3.76 


501300 

P.L. 

Box 


4.49 


322921 

P.R.R. 

Gond 


.92 


233482 

P.R.R. 

Hop 


6.28 


23864 

P.R.R. 

Box 


.18 








924114 

P.L. 

Hop 


1.12 





70 

37.16 

.53 

302912 

P.R.R. 

Gond 


.18 


March 31- 






922744 

P.L. 

Coke 


.36 


703379 

P.L. 

Hop 


1.68 


733775 

P.L. 

Coke 


1.75 


705912 

P.L. 

Hop 


.85 


157018 

P.R.R. 

Hop 


2.20 


682644 

P.L. 

Hop 


1.62 


11640 

P.R.R. 

Box 


1.46 


726877 

P.L. 

Hop 


5.25 


856414 

P.L. 

Gond 


3.10 


161644 1 

P.R.R. 

Hop 


18.95 


19616 

P.R.R. 

Coke 


.53 

« 

201082 

P.R.R. 

Hop 


13.89 


151856 

P.R.R. 

Hop 


.18 


156318 

P.R.R. 

Hop 


2.41 . 


202431 

P.R.R. 

Hop 


.18 


219876 ‘ 

P.R.R. 

Hop 


2.67 


293396 

P.R.R. 

Gond 


4.65 








91207 

P.L. 

Coke 


3.16 





63 

47.32 

.75 

413368 

P.R.R. 

Hop 


5.80 








793395 

P.L. 

Gond 


52.82 


HPriffil nnmhpr of lion vs 

worked 



733 







1 v/ Ldl JJL Lilli UCl v/ L 11U Lll O 

Cars repaired .. 




77 




135 

88.17 

.65y 4 

Average rate . 





April 7, 8— 











303674 

P.R.R. 

Gond 


20.42 


April 2— 






561875 

P.L. 

Box 


.18 


162663 

P.R.R. 

Hop 


11.06 


534033 

P.L. 

Box 


.71 


204217 

P.R.R. 

Hop 


1.00 


290527 

P.R.R. 

Gond 


35.40 


217753 

P.R.R. 

Hop 


7.57 








154527 

P.R.R. 

Hop 


1.55 





72 

56.71 

.78i/ 2 

166240 

P.R.R. 

Hop 


7.51 


April 8, 

9, 10— 





685213 

P.L. 

Hop 


4.27 


;516179 

P.L. 

Box 


.71 


364448 

P.R.R. 

Gond 


2.19 

* 

14263 

V.R.R. 

Gond 


98.25 


279650 

P.R.R. 

Gond 


.71 








180 

K.S.&C. 

Hop 


.53 





136 

98.96 

•72i/ 2 

109255 

P.R.R. 

Coke 


3.29 


April 11 






304856 

P.R.R. 

Gond 


3.48 


1428 

K.C.&C. 

Hop 


.18 








15268 

V.R.R. 

Gond 


.36 





60 

43.16 

. 711/4 

201353 

P.R.R. 

Hop 


1.48 


April 3— 






412916 

P.R.R. 

Coke 

\ 

.IS 


81472 

P.&R. 

Hop 


.33 


159171 

P.R.R. 

Hop 


.18 


6513 

N.S. 

Gond 


1.03 


260749 

P.R.R. 

Hop 


.18 


704191 

P.L. 

Hop 


3.24 


249 

H.&B.T. 

Hop 


.18 


150183 

P.R.R. 

Hop 


.80 


217815 

P.R.R. 

Hop 


4.37 

i 

352487 

P.R.R. 

Gond 


2.S0 


296773 

P.R.R. 

Gond 


6.22 



4G4 





















Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

89528 

P.R.R. 

Box 


.53 


301390 

P.R.R. 

Gond 


4.13 


324085 

P.R.R. 

Gond 


1.30 


702154 

P.L. 

Hop 


3.93 


17888 

P.R.R. 

Box 

, 

5.15 


152141 

P.R.R. 

Hop 


2.14 





60 

30.51 

.soy 2 

April 12— 

■ 





705004 

P.L. 

Hop 


1.43 


703882 

P.L. 

Hop 


1.59 


250594 

P.R.R. 

Gond 


.18 


217792 

P.R.R. 

Hop 


.18 


702924 

P.R.R. 

Hop 


6.47 


740236 

P.L. 

Hop 


1.75 


151764 

P.R.R. 

Hop 

E 

.53 


675674 

P.L. 

Hop 


1.70 


16233 

P.R.R. 

Hop 


.36 


2209 

F.E.C. 

Hop 


.18 


193092 

P.R.R. 

Hop 


4.33 


727961 

P.L. 

Hop 


1.63 


16004 

P.R.R. 

Box 


3.09 


207608 

P.R.R. 

Hop 


8.88 





70 

32.30 

.46 

April IB- 

_ 





698073 

P.L. 

Hop 


16.68 


150732 

P.R.R. 

Hop 


8.10 


678007 

P.L. 

Gond 


.05 


315125 

P.R.R. 

Gond 


8.52 


42071 

P.R.R. 

Box 


.18 


41690 

A.C.L. 

Box 


.18 


501027 

P.L. 

Box 


8.24 


295211 

P.R.R. 

Gond 


1.37 


840256 

P.L. 

Gond 


.27 


152400 

P.R.R. 

Hop 


.24 





*70 

43.83 

.62% 

April 14— 





772169 

P.L. 

Gond 


.10 


289794 

P.R.R. 

Gond 


21.42 


36206 

P.R.R. 

Box 


1.80 


675054 

P.L. 

Hop 


8.00 


201854 

P.RR. 

Hop 


2.47 


927020 

P.L. 

Hop 


4.33 





63 

38.12 

.60% 

Total number of hours worked.. 



. 786 

itri i~» AT~\< 





. 101 

vais repc 





* 

Average 

rate .,.... 




. .639 

April 16, 

17— 





208795 

P.R.R. 

Hop 


1.01 


304952 

P.R.R. 

Gond 


4.67 


412891 

P.R.R. 

Hop 

■ 

1.18 


822432 

P.L. 

Gond 


.18 


193559 

P.R.R. 

Hop 


2.23 


722103 

P.R.R. 

Hop 


.36 


191868 

P.R.R. 

Coke 


1.61 


675054 

P.L. 

Hop 


25.02 


3428 

P.G.C.Co. 

Hop 


8.30 


250894 

P.R.R. 

Hop 


.18 


413846 

P.R.R. 

Coke 


.05 


913247 

P.L. 

Hop 


.79 


34353 

P.R.R. 

Box 


.63 



No. Car 

Initial 

Class 

Hours 

Money, 

Earned 

Average 

Rate 

282731 

P.R.R. 

Gond 


.09 


289699 

P.R.R. 

Gond 


1746 


709155 

P.L. 

Hop 


3.33 





100 

66.79 

.66 y 2 

April 18— 
210894 

P.R.R. 

Hop 


.36 


860601 

P.L. 

Gond 


1.25 


698040 

P.L. 

Hop 


2.14 


315404 

P.R.R. 

Gond 


.36 


177374 

P.R.R. 

Coke 


.18 


878871 

P.L. 

Gond 


.10 


22453 

P.R.R. 

Box 


.79 


165638 

P.R.R. 

Hop 


1.37 


287234 

P.R.R. 

Gond 


7.97 


855804 

P.L. 

Gond 


.18 


188876 

P.R.R. 

Coke 


.18 


149175 

P.R.R. 

Hop 


.94 


360371 

P.R.R. 

Gond 


10.70 


1 

• 

Fire 

Pot 


.39 





60 

26.91 

.44 y 2 

April 19— 
324304 

P.R.R. 

Gond 


7.84 


905179 

P.L. 

Coke 


1.30 


211779 

P.R.R. 

Hop 


2.40 


708643 

P.L. 

Hop 


.18 


152260 

P.R.R. 

Hop 


.22 


413397 

P.R.R. 

Coke 


3.98 


810267 

P.R.R. 

Gond 


18.40 


536534 

P.L. 

Box 


3.07 


20237 

P.R.R. 

Box 


.10 



- 


60 

37.49 

.02% 

April 20, 21, 23, 24— 





17524 

P.R.R. 

Box 


1.63 


708247 

P.L. 

Hop 


1.39 


745239 

P.L. 

Hop 


1.59 


202011 

P.R.R. 

Hop 


.24 


48878 

P.R.R. 

Box 


.18 


282747 

P.R.R. 

Gond 


1.25 


207613 

P.R.R. 

Hop 


.72 


5992 

W.M. 

Hop 


.93 


284144 

P.R.R. 

Gond 


1.84 


298208 

P.R.R. 

Gond 


.36 


324843 

P.R.R. 

Gond 


41.19 


675225 

P.R.R. 

Hop 


29.60 


47636 

P.R.R. 

Box 


4.47 





170 

85.39 

.50 

April 24— 
290905 

P.R.R. 

Gond 


1.11 


855197 

P.L. 

Gond 


.58 


708.609 

P.L. - 

Hop 


.62 


300833 

P.R.R. 

Gond 


2.30 


201312 

P.R.R. 

Hop 


1.60 


321786 

P.R.R. 

Hop 


1.26 


162191 

P.R.R. 

Hop 


4.87 


334594 

N.Y.C. 

Gond 


.36 


150163 

P.L. 

Gond 


3.39 





30 

16.09 

.536 

April 25— 




* 

49217 

P.R.R. 

Box 


1.46 


209957 

P.R.R. 

Hop 


2.73 


800354 

P.L. 

Gond 


6.58 


42489 

P.R.R. 

Box 


2.89 



4G5 















No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

603354 

P.R.R. 

Gond 


8.89 


399248 

P.R.R. 

Gond 


.71 


708244 

P.L. 

Hop 


1.08 


294619 

P.R.R. 

Gond 


2.01 


190501 

P.R.R. 

Gond 


3.21 





60 

29.56 

.49 

April 26, 27— 





188489 

P.R.R. 

Coke 


5.60 


704969 

P.L. 

Hop 


3.72 


295562 

P.R.R. 

Gond 


12.39 


323898 

P.R.R. 

Gond 


24.84 


151429 

P.R.R. 

Hop 


1.96 


291985 

P.R.R. 

Gond 


21.89 


82584 

P.R.R. 

Box 


2.87 





120 

73.27 

.61 

April 28— 

303537 

P.R.R. 

Gond 


5.81 


381462 

P.R.R. 

Gond 


16.67 . 


23564 

P.R.R. 

Box 


.92 


38266 

N.&W. 

Gond 


.18 


295166 

P.R.R. 

Gond 


.18 


733184 

P.L. 

Hop 


1.82 


41509 

P.R.R. 

Box 


1.85 





54 

27.43 

.50 % 

April 30— 

154332 

P.R.R. 

Hop 


1.00 


676603 

P.L. 

Coke 


3.57 


912287 

P.L. 

Hop 

- 

5.20 


714546 

P.L. 

Hop 


2.07 


204893 

P.R.R. 

Hop 


.71 


233439 

P.R.R. 

Hop 


6.60 


207060 

P.R.R. 

Hop 


.36 


205198 

P.R.R. 

Hop 


.18 


738388 

P.R.R. 

Hop 


.18 


54301 

P.R.R. 

Box 


.52 


209862 

P.R.R. 

Hop 


3.86 


726170 

P.L. 

Hop 


4.28 


474 

N.Y.P.&N. 

Box 


.86 



Total number of hours worked... 
Cars repaired . 

A x'oro (to rflfp ....... 

70 

29.39 

. 41 % 

724 

96 

May 1— 






2186 

K.C.&C.Co. 

Hop 


1.42 


3942 

L.&N. 

Hop 


.53 


526266 

P.L. 

Box 


.10 


729306 

P.L. 

Hop 


17.45 





50 

19.50 

.39 

May 2— 






217657 

P.R.R. 

Hop 


7.74 


82567 

P.R.R. 

Box 


.18 


14832 

P.R.R. . 

Box 


1.64 


719910 

P.L. 

Coke 


1.12 


912138 

P.L. 

Hop 


.36 


855859 

P.L. 

Gond 


.38 


293900 

P.R.R. 

Gond 


1.99 


250298 

P.R.R. 

Hop 


1.25 


491866 

P.R.R. 

Gond 


.71 


703010 

P.L. 

Hop 


3.05 




# 



Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

702574 

P.L. 

Hop 


5.48 





50 

23.90 

.47% 

May 3— 






733798 

P.L. 

Hop 


.18 


209107 

P.R.R. 

Hop 


12.21 


515937 

P.L. 

Box 


4.12 


192876 

P.R.R. 

Hop 


3.57 


921571 

P.R.R. 

Hop 


7.24 


192413 

P.R.R. 

Coke 


2.27 


189515 

P.R.R. 

Hop 


4.18 





50 

33.77 

•67% 

May 4— 






151138 

P.R.R. 

Hop 


.45 


705081 

P.L. 

Hbp 


6.71 


685444 

P.L. 

Hop 


4.01 


693962 

P.L. 

Hop 


1.60 


250820 

P.R.R. 

Hop 


4.47 


647830 

P.L. 

Stock 


.41 


186712 

P.R.R. 

Coke 


.40 


413209 

P.R.R. 

Coke 


1.07 

• 




60 

19.12 

.319 

May 5— 






413667 

P.R.R. 

Coke 


5.80 

• 

154746 

P.R.R. 

Hop 


2.76 


350843 

P.R.R. 

Hop 


3.46 


706602 

P.L. 

Coke 


2.95 


292777 

P.R.R. 

Gond 


6.93 


720242 

P.L. 

Hop 


4.48 


630103 

P.L. 

Gond 


.41 


800197 

P.L. 

Gond 


.71 





60 

27.50 

.45% 

May 7— 






722110 

P.L. 

Hop 

# 

1.25 


909013 

P.L. 

Hop 


.18 


660017 

P.L. 

Stock 


1.87 


300763 

P.R.R. 

Gond 


4.69 


881374 

P.L. 

Gond 


1.87 


160209 

P.R.R. 

Hop 


1.28 


48310 

P.R.R. 

Box 


2.85 


290776 

P.R.R. 

Gond 


.18 


26398 

P.R.R. 

Box 


1.84 


48353 

P.R.R. 

Box 


3.00 


152124 

P.R.R. 

Hop 


4.03 


16092 

P.R.R. 

Box 


.18 


722258 

P.L. 

Hop 


9.88 





70 

33.10 

•47% 

May 8, 9— 





304881 

P.R.R. 

Gond 


.18 


276493 

P.R.R. 

Gond 


.18 


344047 

P.R.R. 

Gond 


4.91 


856058 

P.L. 

Gond 


24.89 


52744 

C.&N.W. 

Box 


2.57 


903108 

P.L. 

Coke 


4.49 


87298 

P.R.R. 

Box 


1.40 


49705 

P.R.R. 

Box 


.71 


324939 

P.R.R. 

Gond 


4.56 


725684 

P.L. 

Hop 


20.44 


154810 

P.R.R. 

Hop 


4.01 


705502 

P.L. 

Hop 


5.13 


559009 

P.L. 

Box 


1.01 





140 

74.48 

.53 


466 





















Money 

Average 





Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

May 10. 

11— 





73718 

A.C.L. 

Flat 


.18 


290035 

P.R.R. 

* Gond 


.15 


55449 

A.C.L. 

Box 


.42 


289433 

P.R.R. 

Good 


.18 








289010 

P.R.R. 

Goud 


30.58 





130 

33.53 

•25% 

324557 

P.R.R. 

Gond 


3.16 


May 21, 22 

— 


1 



3440 

H.&B.T. 

Hop 


1.30 


15854 

P.R.R. 

Box 


.53 


23949 

P.R.R. 

Box 


9.90 


265207 

P.R.R. 

Hop 


.18 


289140 

P.R.R. 

Gond 


25.28 


856551 

P.L. 

Gond 


.18 


070481 

P.L. 

Hop 


2.31 


337670 

P.R.R. 

Gond 


.18 


192230 

P.R.R. 

Coke 


1.73 


291511 

P.R.R. 

Gond 


1.52 


425997 

P.R.R. 

Flat 


8.22 


20920 

P.R.R. 

Box 


.28 


289007 

P.R.R. 

Gond 


15.67 


202166 

P.R.R. 

Hop 


12.66 








2514 

W.T.L.X. 

Tank 


.30 





140 

98.48 

.70*4 

54633 

Erie 

Gond 


1.01 


May 12, 

14— 





41543 

P.R.R. 

Box 


2.01 


33040 

P.R.R. 

Box 


.58 


304457 

P.R.R. 

Gond 


34.51 


855038 

P.L. 

Gond 


3.95 


909689 

P.L. 

Hop 


18.50 


42202 

P.R.R. 

Box 


.18 


293135 

P.R.R. 

Gond 


1.63 


288450 

P.R.R. 

Gond 


14.43 








741045 

P.L. 

Coke 


.18 





109 

73.49 

.67 

14018 

V.R.R. 

Gond 


3.23 


May 23— 






02614 

N.&W. 

Box 


.64 


24491 

P.R.R. 

Box 


3.70 


860294 

P.L. 

Gond 


.36 


3222 

H.&B.T. 

Hop 


2.14 


793449 

P.L. 

Gond 


16.33 


5208 

N.Y.N.H.&H. 

Gond 


.18 








160932 

P.R.R. 

Hop 


2.31 





110 

39.88 

.27 

290852 

P.R.R. 

Gond 


2.44 








702644 

P.L. 

Hop 

• 

3.40 


Total .number of hours 

worked.. 



. 730 







Cars repaired . 




84 




45 

14.23 

.31% 

Average 

ra te . 




500 












lviay — 

177175 

P.R.R. 

Coke 


.18 


May 16— 





881620 

P.L. 

Gond 


.41 


903965 

P.L. 

Hop 


5.05 


853448 

P.L. 

Gond 


.36 


350176 

P.R.R. 

Gond 


.36 


43804 

S.A.L. 

Flat 


.53 


719456 

P.L. 

Coke 


.89 


191413 

P.R.R. 

Coke 


3.15 


735528 

P.L. 

Hop 


.18 


562103 

P.L. 

Box 


.91 


203226 

P.R.R. 

Hop 


.36 


350548 

P.R.R. . 

Gond 


.18 


189944 

P.R.R. 

Coke 


3.11 


923372 

P.L. 

Coke 


4.94 


29701 

P.R.R. 

Gond 


1.56 


193774 

P.R.R. 

Coke 


. 1.73 


295171 

P.R.R. 

Gond 


16.03 


526049 

P.L. 

Box 


.18 








351182 

P.R.R. 

Gond 


3.97 


• 



60 

27.54 

.45 % 

212483 

P.R.R. 

Hop 


.36 








1743 

N.Y.P.&N. 

Box 


1.84 


May 17- 






918391 

P.L. 

Hop 


1.12 


232453 

P.R.R. 

Hop 


6.37 








321550 

P.R.R. 

Gond 


17.18 




. 

70 

19.86 

.28% 

1011 

C.&L. 

Gond 


.88 








289266 

P.R.R. 

Gond 

• 

.36 


May 25— 






18783 

L.V. 

Hop 


3.46 

• • : \i>/ 

801056 

P.L. 

Gond 


3.80 


501105 

P.L. 

Box 


2.07 


902350 

P.L. 

Hop 


5.81 


718905 

P.L. 

Coke 


1.12 


295735 

P.R.R. 

Gond 


12.26 








42480 

P.R.R. 

Box 


2.77 





60 

31.44 

.5214 

161155 

P.R.R. 

Hop 


3.19 








291016 

P.R.R. 

Gond 


2.62 


May 18, 

1&— 











771136 

P.L. 

Gond 


14.13 





60 

30.45 

.50% 

408033 

P.R.R. 

Coke 


.89 








29932 

Hoc. Vail. 

Gond 


1.02 


May 26, 27— 





558141 

P.L. 

Box 


.18 


10424 

M.K.&T. 

Auto 


.18 


918224 

P.L. 

Hop 


7.79 


302137 

P.R.R. 

Gond 


.53 


732419 

P.L. 

Hop 


1.12 


380592 

P.R.R. 

Gond 


.18 


708105 

P.L. 

Hop 


.59 


21005 

N.Y.P.&N. 

Box 


.18 


902614 

P.L. 

Hop 


2.31 


158262 

P.R.R. 

Hop 


2.34 


217897 

P.R.R. 

Hop 


2.17 


729453 

P.L. 

Hop 


22.23 


66746 

P.R.R. 

Box 


2.37 


208078 

P.R.R. 

Hop 


.36 


741351 

P.L. 

Hop 


.18 


675133 

P.L. 

Hop 


17.37 


725668 

P.L. 

Hop 


.18 


156643 

P.R.R. 

Hop 


2.26 



407 




















Money 

Average 





Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

47430 

P.R.R. 

Box 

. 

4.69 


201547 

P.R.R. 

Hop 


1.25 


305235 

P.R.R. 

Gond 


24.95 


295163 

P.R.R. 

Gond 


3.08 








350498 

P.R.R. 

Gond 


.36 





107 

75.27 

.70 

718264 

P.R.R. 

Hop 


1.87 


May 28- 

* 





380915 

P.R.R. 

Gond 


.71 


280742 

P.R.R. 

Gond 


.89 


163875 

P.R.R. 

Hop 


2.24 


132039 

Southern 

Box 


1.07 


725306 

P.L. 

Hop 


17.21 


14784 

V.R.R. 

Gond 


.71 








106462 

P.R.R. 

Hop 


.36 





52 

35.51 

.68 

870429 

P.L. 

Gond 


.53 


June 4— 






295992 

P.R.R. 

Gond 


.71 


694676 

P.L. 

Hop 


7.07 


S55211 

P.L. 

Gond 


16.78 


Rep. 

Body 

Hoi 


7.09 


381783 

P.R.R. 

Gond 


1.20 


5483 

West. Md. 

Hop 


3.52 








1260 

K.C.&C.Co. 

Hop 


.18 





70 

22.25 

.31% 

3289 

P.G.C.Co. 

Hop 


.18 


May 29— 






925251 

P.L. 

Gond 


.36 


195144 

P.R.R. 

Coke 


4.00 


73001 

A.C.L. 

Flat 


.18 


195859 

P.R.R. 

Hop 


4.04 


877067 

P.L. 

Gond 


.53 


177516 

P.R.R. 

Hop 


4.17 


335949 

P.R.R. 

Gond 


.18 








115492 

Southern 

Flat 


.69 





50 

12.21 

.24 

58968 

P.R.R. 

Box 


1.94 


May 30— 






78793 

D.L.&W. 

Hop 


.18 


351422 

P.R.R. 

Gond 


1.33 


297958 

P.R.R. 

Gond 


6.20 


302231 

P.R.R. 

Gond 


7.44 








322110 

P.R.R. 

Gond 


5.04 





50 

28.30 

.56% 

343088 

P.L. 

Coke 


2.97 


June 5— 






923254 

P.L. 

Hop 


7.63 


903119 

P.L. 

Hop 


.36 








741065 

P.L. 

Hop 


.18 





45 

24.41 

54.2 

202766 

P.R.R. 

Hop 


19.59 

• " 

May 31— 












904776 

P.L. 

Hop 


1.58 





51 

20.13 

.39% 

149418 

P.R.R. 

Hop 


2.24 


June 6— 






800669 

P.L. 

Gond 


16.81 


3269 

H.&B.T. 

Hop 


.54 


728556 

P.L. 

Hop 


3.70 


380712 

P.R.R. 

Gond 


9.34 


299331 

P.R.R. 

Gond 


.89 


880451 

P.L. 

Gond 


.71 


822894 

P.R.R. 

Gond 


.36 


297107 

P.R.R. 

Gond 


6.35 


939605 

P.L. 

Flat 


.92 


300400 

P.R.R. 

Gond 


4.79 


250241 

P.R.R. 

Hop 


.71 


208205 

P.R.R. 

Hop 


.36 


324752 

P.R.R. 

Gond 


.36 


909593 

P.L. 

Hop 


2.91 


282247 

P.R.R. 

Gond 


.92 


800687 

P.L. 

Gond 


4.89 


152633 

P.R.R. 

Hop 


2.92 


360479 

P.R.R. 

Gond 


4.67 





70 

31.41 

44.9 




70 

34.56 

•49% 







June 7— 






Total number of hours 

worked.. 



876 

282276 

P.R.R. 

Gond 


.18 


Cars repaired ... 




106 

860763 

P.L. 

Gond 


.72 


Average 

rate . 

• 



.452 

880845 

P.L. 

Gond 


1.55 








158052 

P.R.R. 

Hop 


4.17 


June 1— 






216899 

P.R.R. 

Hop 


4.99 


518177 

P.L. 

Box 


6.92 


164039 

P.R.R. 

Hop 


1.37 


40322 

P.R.R. 

Box 


1.15 


38233 

N.&W. 

Gond 


1.00 


1 

Fire 

Pot 


.39 


190105 

P.R.R. 

Hop 


.18 


165192 

P.R.R. 

Hop 


4.24 


705198 

P.L. 

Hop 


2.09 


381900 

P.R.R. 

Gond 


.36 


704725 

P.L. 

Hop 


15.34 


743401 

P.L. 

Hop 


.36 


532836 

P.L. 

Box 


2.94 


178974 

P.R.R. 

Hop 


1.24 








855188 

P.L. 

Gond 


.18 





70 

34.53 

.49 

722216 

P.L. 

Hop 


.23 


June 8— 






199673 

P.R.R. 

Hop 


3.41 


151831 

P.R.R. 

Hop 


4.91 


517538 

P.L. 

Box 


1.51 


702375 

P.L. 

Hop 


5.98 


701086 

P.L. 

Hop 


6.00 


152665 

P.R.R. 

Hop 


2.65 








191926 

P.R.R. 

Coke 


1.48 





60 

25.99 

■43% 

706673 

P.L. 

Hop 


2.01 


June 2— 






299286 

P.R.R. 

Gond 


2.88 


676211 

P.L. 

Hop 


7.13 


322084 

P.R.R. 

Gond 


27.36 


739031 

P.L. 

Hop 


1.48 








181156 

P.R.R. 

Hop 


.18 





70 

47.27 

,.67% 


408 


N 




















I 





Money 

Average 





Money 

Average 

No. Car 

Initial 

Class Hours 

Earned 

Rate 

' No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

June 9— 





705853 

P.L. 

Hop 


8.35 


582349 

P.L. 

Box 

.10 


186500 

P.R.R. 

Coke 


3.87 


29795S 

P.R.R. 

Gond 

10.75 








321870 

P.R.R. 

Gond 

22.85 





60 

22.77 

.379 

903362 

P.L. 

Hop 

1.23 













Total number of hours worked.., 



. 791 



54 

34.93 

.64% 

Cars repaired . 




117 

June 11— 





Average 

rate . 





294656 

P.R.R. 

Gond 

1.09 








647127 

P.L. 

Stock 

.41 


June 16- 






17110 

P.R.R. 

Box 

.92 


732532 

P.L. 

Coke 


1.30 


807242 

P.R.R. 

Gond 

.92 


210973 

P.R.R. 

Hop 


.18 


407216 

P.R.R. 

Coke 

.85 


162528 

P.R.R. 

Hop 


1.42 


535541 

P.L. 

Box 

2.30 


694082 

P.L. 

Hop 


2.21 


533568 

P.L. 

Box 

.92 


322054 

P.R.R. 

Gond 


.18 


301448 

P.R.R. 

Gond 

2.83 


715208 

P.L. 

Hop 


8.83 







923875 

P.L. 

Hop 


.51 




50 

10.24 

.20% 







June 12— 








24 

14.63 

.61 

880014 

P.L. 

Gond 

8.60 


>un£ 18, 

19— 





408051 

P.R.R. 

Coke 

.36 


905328 

P.L. 

Coke 


.18 


186326 

P.R.R. 

Hop 

.53 


721879 

P.L. 

Hop 


1.12 


290605 

P.R.R. 

Gond 

5.31 


82858 

C.B.&Q. 

Gond 


.18 


298284 

P.R.R. 

Gond 

3.79 


289071 

P.R.R. 

Gond 


15.04 


40102 

P.R.R. 

Box 

1.41 


63591 

P.R.R. 

Box 


1.99 


703226 

P.L. 

Hop 

.53 


42006 

P.R.R. 

Box 


.65 


295120 

P.R.R. 

Gond 

3.68 


32854 

M.S.S.P.&S. 





218908 

P.R.R. 

Hop 

.71 



(Ste.M.) 

Box 


1.16 


700936 

P.L. 

Hop 

2.43 


1317 

P.L. 

Gond 


15.69 


496049 

P.R.R. 

Flat 

1.96 


16525 

P.R.R. 

Box 


.10 


496044 

.P.R.R. 

Flat 

.76 


208872 

P.R.R. 

Hop 


4.98 


702211 

P.L. 

Hop 

6.99 


519232 

P.L. 

Box 


2.17 


150609 

P.R.R. 

Hop 

2.84 


810047 

P.L. 

Gond 


6.50 




70 

39.90 

.57 




120 

49.76 

.41% 






June 20, 

21. 23— 





June 13— 





50380 

Erie 

Box 


1.03 


162389 

P.R.R. 

Hop 

2.28 


705732 

P.L. 

Hop 

• 

2.36 


156757 

P.R.R. 

Hop 

2.58 


193651 

P.R.R. 

Gond 


.18 


2914 

L.I. 

Gond 

5.91 


322565 

P.R.R. 

Gond 


.48 


10969 

W.M. 

Hop 

.70 


495 

C.V. 

Flat 


1.38 


683096 

P.L. 

Hop 

.71 


333068 

N.Y.C. 

Gond 


.36 


701086 

P.L. 

Hop 

5.46 


299808 

P.R.R. 

Gond 


18.11 


176959 

P.R.R. 

Hop 

1.07 


35523 

P.R.R. 

Box 


1.91 


293962 

P.R.R. 

Gond 

1.53 


3089 

R.F.&P. 

Gond 


.36 


150627 

P.R.R. 

Hop 

21.21 


287682 

P.R.R. 

Gond 


1.84 







560011 

P.L. 

Box 


.18 




70 

41.45 

.59% 

15265 

P.L. 

Gond 


.18 


June 14— 

t 




62103 

Int.Col. 

Box 


.36 


647217 

P.L. 

Stock 

1.43 


501228 

P.L. 

Box 


31.48 


292959 

P.R.R. 

Gond 

4.07 








17053 

P.R.R. 

Box 

.92 





120 

60.21 

.50 

323734 

P.R.R. 

Gond 

4.19 


June 22- 






283463 

P.R.R. 

Gond 

.18 


903757 

P.L. 

Hop 


2.63 


532176 

P.L. 

Box 

.18 


322367 

P.R.R. 

Gond 


7.72 


931897 

P.L. 

Flat 

.18 


350155 

P.R.R. 

Hop 


20.67 


231102 

P.R.R. 

Hop 

8.39 


912203 

P.L. 

Hop 


.36 


34377 

P.R.R. 

Box 

.71 








702299 

P.L. 

Hop 

2.01 

* 




59 

31.38 

.53 

739935 

P.L. 

Hop 

7.89 


June 23, 

25— 





694635 

P.L. 

Hop 

5.27 


860416 

P.L. 

Gond 


2.41 







48086 

P.R.R. 

Box 


2.85 




64 

35.42 

.551/4 

703840 

P.L. 

Hop 


18.53 


June 15— 


# 



715252 

P.L. 

Hop 


3.22 


157188 

P.R.R. 

Hop 

.53 


148826 

P.R.R. 

Hop 


2.49 


727171 

P.L. 

Hop 

1.87 


704333 

P.L. 

Hop 


1.49 


909689 

P.L. 

Hop 

2.82 








380796 

P.R.R. 

Gond 

5.33 





65 

30.99 

.477 


469 

















No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

June 26— 
724946 

P.L. 

Hop 


1.96 


211341 

P.R.R. 

Hop 


.68 


162825 

P.R.R. 

Hop 


4.53 


710016 

P.L. 

Hop 


1.07 


6037 

P.&L.E. 

Gond 


.36 


322470 

P.R.R. 

Gond 


1.23 


350921 

P.R.R. 

Gond 


6.92 


212511 

P.R.R. 

Hop 


14.15 





60 

30.90 

.51% 

June 23, 27— 





162827 

P.R.R. 

Hop 


14.39 


151036 

P.R.R. 

Hop 


33.68 





65 

48.07 

.73% 

June 28— 
161301 

P.R.R. 

Hop 


23.00 





30 

23.00 

.766 

June 29, 30— 





80284 

C.&O. 

Flat 


.24 

t 

296660 

P.R.R. 

Gond 


26.6S 


281522 

P.R.R. 

Gond 


.82 


703687 

P.L. 

Hop 


7.23 



76 34.97 .46 


Total number of hours worked.. 619 

Cars repaired . 60 

Average rate .523 


July 2— 


8242 

W.M. 

Hop 


.89 


299974 

P.R.R. 

Gond 


.53 


86483 

P.L. 

Gond 


.36 


40164 

P.R.R. 

Box 


.28 


324575 

P.R.R. 

Gond 


.36 


69851 

M.P. 

Flat 


.18 


300534 

P.R.R. 

Gond 


.71 


923875 

P.L. 

Coke 


1.65 


701898 

P.L. 

Hop 


11.99 


912528 

P.L. 

Hop 


3.39 





59 

20.34 

•34% 

July 3— 

536961 

P.L. 

Box 


1.80 


82569 

P.R.R. 

Box 


3.28 


902258 

P.L. 

Hop 


29.64 





50 

34.72 

. 691/4 

July 5— 

178972 

P.R.R. 

Hop 


.61 


857470 

P.L. 

Gond 


.18 


298196 

P.R.R. 

Gond 


15.98 


704524 

P.L. 

Hop 


6.23 





60 

23.00 

.38% 

July 6— 

232465 

P.R.R. 

Hop 


16.70 


800976 

P.L. 

Gond 


.36 


295755 

P.R.R. 

Gond 


.53 


16049 

Southern 

Flat 


.36 


40666 

P.R.R. 

Box 


1.07 


13213 

B.&.O. 

Hop 


2.00 


873 

P.R.R. 

Box 


1.75 


12573 

P.R.R. 

Box 


.18 


298714 

P.R.R. 

Gond 


.38 


302524 

P.R.R. 

Gond 


.18 


289424 

P.R.R. 

Gond 


8.60 





60 

32.11 

.53% 






Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

July 7— 






745733 

P.L. 

Hop 


.18 


304637 

P.R.R. 

Gond 


24.36 


305474 

P.R.R. 

Ref 


1.00 





36 

25.54 

•70% 

July 9— 






734804 

P.L. 

Hop 


.36 


157292 

P.R.R. 

Hop 


1.37 


16503 

P.R.R. 

Hop 


5.42 


677205 

P.L. 

Hop 


.18 


704524 

P.L. 

Hop 


3.05 


1 

Fire 

Pot 


.39 





20 

10.77 

.53% 

July 10— 






301559 

P.R.R. 

Ref 


12.42 


82789 

P.R.R. 

Box 


2.17 


532522 

P.L. 

Box 


2.17 


87333 

N.Y.C.&H.R. 

Gond 


6.99 





60 

23.75 

•39% 

July 11— 






10209 

W.M. 

Hop 


2.24 


515085 

P.L. 

Box 


1.31 


100540 

C.&N.W. 

Box 


.33 


435644 

P.R.R. 

Flat 


15.34 




* 

60 

19.22 

.32 

July 12— 






302092 

P.R.R. 

Gond 


.18 


294681 

P.R.R. 

Gond 


.18 


815 

G.R.&I. 

Gond 


.53 


912070 

P.L. 

Hop 


3.82 


706567 

P.L. 

Hop 


.84 


878134 

P.L. 

Gond 


.10 


152000 

P.R.R. 

Hop 


1.49 


186723 

P.R.R. 

Hop 


.76 


708581 

P.L. 

Hop 


1.46 


360419 

P.R.R. 

Gond 


2.27 


857488 

P.R.R. 

Gond 


.92 


189857 

P.R.R. 

Hop 


7.33 





45 

19.88 

.44 

July 12, 13, 14— 





22038 

P.R.R. 

Box 


2.17 


161264 

P.R.R. 

Hop 


2.93 


739672 

P.L. 

Hop 


.53 


412974 

P.R.R. 

Hop 


4.39 


41384 

P.R.R. 

Box 


3.53 


902883 

P.L. 

Hop 


37.63 





79 

51.18 

•64% 

Total number of hours 

worked. 



. 529 

Cars repaired . 





Average rate . 




. .493 

July 16, 17— 





1044 

C.&L. 

Gond 


24.02 





43 

24.02 

•55% 

July 17— 






299390 

P.R.R. 

Gond 


8.48 


738088 

P.L. 

Hop 


.62 


295942 

P.R.R. 

Gond 


2.07 


161532 

P.R.R. 

Hop 


.53 


855262 

P.L. 

Gond 


.18 


860703 

P.L. 

Gond 


1.48 


792248 

P.R.R. 

Gond 


.18 


302817 

P.R.R. 

Gond 


.36 


323055 

P.R.R. 

Gond 


.36 


727405 

P.L. 

Hop 


1.94 





31 

16.20 

.52 


470 






























Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

July 18— 


* 




675490 

P.L. 

Hop 


3.52 


207062 

P.R.R. 

Hop 


.36 


202151 

P.R.R. 

Hop 


1.48 


8112 

B.A.R. 

Gond 


.10 


324574 

P.R.R. 

Gond 


8.14 


409280 

P.R.R. 

Hop 


.18 


3802 

B.W.C.M.Co. 

Hop 


.44 


714609 

P.L. 

Hop 


.36 


157417 

P.R.R. 

Hop 


1.69 


209773 

P.R.R. 

Hop 


5.82 


161374 

P.R.R. 

Hop 


2.51 





40 

24.60 

.615 

July 19— 






76166 

P.R.R. 

Box 


2.96 


28872 

L.V. 

Hop 


.18 


237683 

N.Y.C. 

Box 


.42 


72158 

M.P. 

Box 


.18 


232498 

P.R.R. 

Hop 


8.11 


56005 

P.R.R. 

Box 


.51 





30 

12.36 

.41 

July 20, 21— 





912207 

P.L. 

Hop 


.71 


204643 

P.R.R. 

Hop 


16.65 


292557 

P.R.R. 

Gond 


.18 


8604 

P.&L.E. 

Gond 


.18 


856658 

P.L. 

Gond 


.18 


304230 

P.R.R. 

Gond 


.18' 


304241 

P.R.R. 

Gond 


.53 


276975 

P.R.R. 

Gond 


.92 


193303 

P.R.R. 

Hop 


.61 


157293 

P.R.R. 

Hop 


1.07 


715015 

P.L. 

Hop 


19.40 





65 

40.61 

.62% 

July 23— 






860752 

P.L. 

Gond 


17.38 


412133 

P.R.R. 

Gond 


.18 


279659 

P.R.R. 

Gond 


4.79 





40 

22.35 

.551/a 

July 24— 






435984 

P.R.R. 

Flat 


.36 


304965 

P.R.R. 

Gond 


2.58 


178923 

P.R.R. 

Hop 


4.16 


381830 

P.R.R. 

Gond 


8.72 


208442 

P.R.R. 

Hop 


7.03 


517991 

P.L. 

Box 


1.18 


48143 

P.R R. 

Box 


2.50 

* / 

750138 

P.L. 

Gond 


.36 


380650 

P.R.R. 

Gond 


.18 


281315 

P.R.R. 

Gond 


1.02 


10544 

N.Y.P.N. 

Box 


.18 





50 

28.27 

.56% 

July 25— 






1 

Fire 

Pot 


.39 


911053 

P.L. 

Hop 


28.47 


810047 

P.L. 

Gond 


5.57 





50 

34.43 

. 681/2 

July 26, 27— 





381619 

P.R.R. 

Gond 


10.13 


133990 

B.&O. 

Hop 


.71 


302297 

P.R.R. 

Gond 


24.64 


152720 

P.R.R. 

Hop 


2.85 


516610 

P.L. 

Box 


.44 


63429 

P.R.R. 

Box 


.18 



No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

80088 

P.L. 

Gond 


.53 


290159 

P.R.R. 

Gond 


.89 


291950 

P.R.R. 

Gond 


.92 


281363 

P.R.R. 

Gond 


.71 


500655 

P.L. 

Box 


10.46 


30566 

P.R.R. 

Gond 


.89 


881321 

P.L. 

Gond 


.18 


134425 

B.&O. 

Coke 


2.14 


304920 

P.R.R. 

Gond 


.53 





100 

56.20 

.56 

July 28— 
294423 

P.R.R. 

Gond 


.55 


204643 

P.R.R. 

Hop 


.18 


294423 

P.R.R. 

Gond 


9.22 





15 

9.95 

.66 

July 30— 
42061 

P.R.R. 

Box 


1.19 


856314 

P.L. 

Gond 


3.07 


177933 

P.R.R. 

Hop 


2.15 


215186 

P.R.R. 

Hop 


8.49 


708560 

P.L. 

Hop 


.79 


150810 

P.R.R. 

Hop 


2.10 


298129 

P.R.R. 

Gond 

, 

.36 


880411 

P.L. 

Gond 


.53 


151398 

P.R.R. 

Hop 


.18 


3210 

H.&B.T. 

Hop 


1.37 


647763 

P.L. 

Stock 


3.76 





50 

23.99 

•47% 

July 31— 
800745 

P.L. 

Gond 


.36 


355861 

P.R.R. 

Gond 


.18 


93708 

P.L. 

Gond 


.36 


184944 

P.R.R. 

Coke 


2.75 


380564 

P.R.R. 

Gond 


7.00 





35 

10.65 

.304 

Total number of hours 

worked.. 



. 549 

Cars repaired . 




90 

Average rate . 




. .553 

August 1- 
380554 

P.R.R. 

Gond 


15.04 


721865 

P.L. 

Hop 


1.25 


202686 

P.R.R. 

Gond 


.53 





30 

16.82 

.56 

August 2, 

3— 





6 

K.G.B. 

Gond 


.26 


323019 

P.R.R. 

Gond 


40.47 


30155 

P.R.R. 

Gond 


1.60 


324706 

P.R.R. 

Gond 


12.75 


288838 

P.R.R. 

Gond 


.18 


288015 

P.R.R. 

Gond 


.36 


38677 

P.R.R. 

Gond 


.71 





80 

56.33 

.70 

August 4, 

6 — 





99993 

M.C. 

Hop 


.47 


87131 

S.P. 

Box 


1.47 


683373 

P.L. 

Ref 


1.59 


876407 

P.L. 

Hop 


.53 


562244 

P.L. 

Box 


1.80 


800526 

P.L. 

Gond 


15.04 





56 

20.90 

.35% 

August 7- 






193160 

P.R.R. 

Hop 


.48 


2870 

B.W.&C.M. 

Hop 


6.05 



471 



























Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

300933 

P.R.R. 

Gond 


.36 


278028 

P.R.R. 

Gond 


.18 


295363 

P.R.R. 

Gond 


.18 


277293 

P.R.R. 

Gond 


.IS 


29513 

P.R.R. 

Gond 


.57 


282507 

P.R.R. 

Gond 


.92 


351350 

P.R.R. 

Gond 


.69 


156003 

N.Y.C. 

Ref 


.44 


802593 

P.L. 

Gond 


3.48 





29 

13.53 

.467 

August 

8— 





295041 

P.R.R. 

Gond 


8.31 


112148 

Erie 

Box 


.42 





30 

8.73 

.29 

August 

9, 10— 





47007 

P.R.R. 

Box 


21.32 


720200 

P.L. 

Hop 


1.28 


705008 

P.L. 

Hop 


2.36 


720904 

P.L. 

Hop 


.18 


209165 

P.R.R. 

Hop 


1.16 


207633 

P.R.R. 

Hop 


1.48 


352417 

P.L. 

Hop 


.89 


703254 

P.L. 

Hop 


.71 


298297 

P.R.R. 

Gond 


.71 





72 

30.09 

.41 y 2 

August 

10, 11— 





302489 

P.R.R. 

Gond 


14.14 





19 

14.14 

.74 

August 

11, 13, 14, 15— 





40290 

P.R.R. 

Box 


.09 


923032 

P.L. 

Hop 


2.93 


1578 

B.C.&G. 

Hop 


11.76 


533171 

P.L. 

Box 


.92 


324171 

P.R.R. 

Gond 


53.21 


174402 

P.R.R. 

Coke 


.38 


7172 

W.M. 

Hop 


.95 





94 

70.24 

•741/2 

Total number of hours worked.. 



. 410 

Cars repaired . 




46 

Average rate .. 




. .563 

August 16, 17— 





47847 

P.R.R. 

Box 


.18 


862683 

P.L. 

Gond 


.37 


302369 

P.R.R. 

Gond 


3.36 


292734 

P.R.R. 

Gond 


1.07 


71S162 

P.L. 

Hop 


2.31 


186899 

P.R.R. 

Hop 


.60 


157509 

P.R.R. 

Hop 


.18 


205186 

P.R.R. 

Hop 


.18 


862697 

P.L. 

Gond 


•.71 


194037 

P.R.R. 

Hop 


.53 


157574 

P.R.R. 

Hop 


2.75 


124690 

B.&O. 

Hop 


3.91 


304272 

P.R.R. 

Gond 


26.1S 


&04915 

P.R.R. 

Gond 


.53 


288299 

P.R.R. 

Gond 


.71 


289375 

P.R.R. 

Gond 


.18 


351245 

P.R.R. 

Gond 


4.58 


6616 

Y.L. 

Box 


3.47 


154045 

P.R.R. 

Hop 


1.87 


162787 

P.R.R. 

Hop 


.53 


288958 

P.R.R. 

Gond 


.87 





100 

55.07 

.55 


Money Average 


No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

August 18— 





923399 

P.L. 

Hop 


.18 


912048 

P.L. 

Hop 


.36 


561116 

P.L. 

Box 


10.94 





2S 

11.48 

.41 

August 20, 

21— 





705351 

P.L. 

Hop 


.18 


178234 

P.R.R. 

Hop 


1.26 


738611 

P.L. 

Hop 


.79 


881618 

P.L. 

Gond 


3.48 


708641 

P.L. 

Hop 


5.01 


159200 

P.R.R. 

Hop 


.71 


685530 * 

P.L. 

Hop 


6.09 


288650 

P.R.R. 

Gond 


10.25 





50 

27.77 

.55 

August 21- 






334787 

P.R.R. 

Gond 


.18 


Rep. 

Body 

Bol 


9.37 





25 

9.55 

• • • 

August 22- 






189066 

P.R.R. 

Hop 


4.63 


156531 

P.R.R. 

Hop 


3.46 


166859 

P.R.R. 

Hop 


2.88 


51080 

P.L. 

Box 


7.07 


14688 

N.C.&St.L. 

Box 


.51 


647953 

P.L. 

Box 


.41 


408790 

P.R.R. 

Coke 


.18 


322265 

P.R.R. 

Gond 


.36 


283554 

P.R.R. 

Gond 


.37 


302939 

P.R.R. 

Gond 


7.91 





85 

27.78 

•32% 

August 24, 

25— 




• 

321855 

P.R.R. 

Gond 


9.59 


733942 

P.L. 

Hop 


.36 


70525 

W.&L.E. 

Gond 


.42 


297338 

P.R.R. 

Gond 


2.85 


695807 

P.L. 

Hop 


.71 


863375 

P.L. 

Gond 


.18 


15253 

V.R.R. 

Gond 


5.23 


14159 

B.R.R. 

Gond 


3.21 

\ 

301536 

P.R.R. 

Gond 


22.44 




o 

67 

44.99 

.67 

August 27- 






19128 

L.V. 

Hop 


3.43 


68102 V.L.&W. 

Gond 


7.42 


719943 

P.L. 

Hop 


.53 


302424 

P.R.R. 

Gond 


22.59 





50 

33.97 

•67% 

August 28, 

29— 





501515 

P.L. 

Box 


4.8& 


3593 

C.G.W. 

Flat 


.25 


16693 

P.R.R. 

Hop 


1.00 


855428 

P.L. 

Gond 


1.44 


19224 

P.R.R. 

Hop 


1.03 


47066 

P.R.R. 

Box 


2.04 


2983 

P.M.C.R.&Y. 

Gond 


.18 


563482 

P.L. 

Box 


.49 


412922 

P.R.R. 

Hop 


1.07 


159975 

P.R.R. 

Hop 


6.41 



472 


















No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

12364 

B.&S. 

Gond 


.18 


41942 

P.R.R. 

Box 


1.77 


283064 

P.R.R. 

Gond 


12.80 



• 


80 

33.54 

.41% 

August 

29, 30— 





381090 

P.R.R. 

Gond 


34.77 





59 

34.77 

.58% 

Total number of hours 

worked.. 



544 

Cars repaired . 




71 


Average rate .. 


September 

1, 3— 



70028 

W.&L.E. 

Gond 

1.07 

5594 

W.C.K.X. 

H. 21 

2.92 

217341 

P.L. 

Hop 

.18 

14918 

P.R.R. 

Hop 

1.49 

156521 

P.R.R. 

Hop 

.73 

701337 

P.R.R. 

Hop 

.71 

188767 

P.R.R. 

Coke 

.18 

701928 

P.L. 

Hop 

2.00 

324755 

P.R.R. 

Gond 

9.01 





30 

18.29 

.60y 2 

September 

3, 4, 5— 





298361 

P.R.R. 

Gond 


.36 


750425 

P.L. 

Gond 


.71. 


3593 

C.G.W. 

Flat 


.27 


26166 

F.G.E. 

Ref 


1.70 


1 

Fire 

Pot 


.39 


324375 

P.R.R. 

Gond 


33.62 


294991 

P.R.R. 

Gond 


5.81 


161838 

P.R.R. 

Hop 


1.70 


705363 

P.L. 

Hop 


1.25 


527312 

P.L. 

Hop 


.20 


15149 

V.L. ' 

Gond 


8.62 


186453 

P.R.R. 

Hop 


1.50 


922632 

P.L. 

Coke 


.18 


283916 

P.R.R. 

Gond 


.27 





88 

56.58 

.643 

September 

6, 7— 





800893 

P.L. 

Gond 


11.06 


517488 

P.L. 

Box 


3.23 


191797’ 

P.R.R. 

Hop 


1.03 


287597 

P.R.R. 

Gond 


.18 


150046 

P.R.R. 

Hop 


1.25 


209587 

P.R.R. 

Hop 


3.73 


233554 

P.R.R. 

Hop 


6.37 


532970 

P.L. 

Box 


10.79 





58 

37.64 

.649 

September 7. 10. 





76129 

A.C.L. 

Flat 


.18 


22621 

P.R.R. 

Box 


.36 


775006 

P.L. 

Gond 


2.15 


294995 

P.R.R. 

Gond 


1.55 


288075 

P.R.R. 

Gond 


.18 


82630 

P.R.R. 

Box 


.18 


535776 

P.L. 

Box 


.18 


282530 

P.R.R. 

Gond 


1.85 


90273 

P.M.C.K&Y. 

Gond 


3.53 

- 


No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

281765 

P.R.R. 

Gond 


6.47 


323580 

P.R.R. 

Gond 


35.18 





90 

51.81 

2.57% 

Sept. 8, 

9, 





325974 

P.R.R. 

Gond 


10.97 


165584 

P.R.R. 

Hop 


14.16 


704194 

P.L. 

Hop 


15.07 





49 

40.20 

.82 

Sept. 11, 

12, 





719261 

P.L. 

Hop 


1.42 


295628 

P.R.R. 

Gond 


4.32 


303820 

P.R.R. 

Gond 


.36 


732020 

P.L. 

Gond 


9.55 


741975 

P.L. 

Hop 


.71 


289431 

P.R.R. 

Gond 


.18 


706791 

P.R.R. 

Coke 


.36 


12031 

C.N.E. 

Flat 


.18 


511149 

P.L. 

Box 


1.55 


218830 

P.R.R. 

Hop 


8.75 


860923 

P.L. 

Gond 


4.52 


921741 

P.R.R. 

Coke 


.71 


152351 

P.R.R. 

Hop 


2.72 


301939 

P.R.R. 

Gond 


1.14 


290939 

P.R.R. 

Gond 


8.29 





70 

44.76 

.639 

Sept. 13, 

164962 

P.R.R. 

Hop 


10.20 


215066 

P.R.R. 

Hop 


14.61 


47292 

P.R.R. 

Box 


9.43 


> 



50 

34.24 

.68 

Sept. 14, 

323266 

P.R.R. 

Gond 


.18 


515096 

P.L. 

Box 


4.62 


289142 

P.R.R. 

Gond 


.71 


598331 

P.L. 

Box 


1.46 


1236 

C.&L. 

Gond 


9.91 


729707 

P.L. 

Hop 


.18 


682651 

P.L. 

Hop 


.36 


26053 

P.R.R. 

Hop 


.36 


18972 

Y.R.R. 

Hop 


.89 


203717 

P.R.R. 

Hop 


.89 


701489 

P.L. 

Hop 


3.67 





50 

23.23 

.46 

Total number of hours 

worked... 



.. 485 

Cars repaired . 




.. 73 

Average 

rate . 




.. .630 

Sept. 17, 

18, 





•877457 

P.L. 

Gond 


.10 


734777 

P.L. 

Hop 


.19 


838279 

P.L. 

Gond 


1.35 


18565 

P.R.R. 

Hop 


2.37 


704771 

P.L. 

Hop 


2.28 


810731 

P.L. 

Gond 


.48 


167214 

P.R.R. 

Hop 


1.16 


196912 

P.R.R. 

Coke 


3.34 


48396 

P.R.R. 

Box 


3.04 


535378 

P.L. 

Box 


2.03 


685032 

P.L. 

Hop 


10.70 



473 



















No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

1544 

C.&L. 

Box 

. 

5.71 


188892 

P.R.R. 

Coke 


2.91 





SO 

35.66 

.446 

September 

19— 





917624 

P.L. 

Hop 


.77 


719032 

P.L. 

Hop 


1.55 


6147 

Wabash 

Gond 


.19 


727199 

P.L. 

Hop 


1.48 


187306 

P.R.R. , 

Hop 


1.10 


705526 

P.L. 

Hop 


8.33 


706337 

P.L. 

Hop 


6.73 


683259 

P.L. 

Hop 


.66 


324456 

P.R.R. 

Gond 


2.65 



■ 


35 

23.46 

.67 

September 20, 21, 22— 





6012 

I.&G.N. 

Box 


.38 


4421 

S.C.C.C. 

Hop 


4.21 


S62511 

P.L. 

Gond 


26.33 


528517 

P.L. 

Box 


.19 


155447 

P.R.R. 

Hop 


2.82 


909146 

P.L. 

Hop 


13.72 





100 

47.65 

.47i/ 2 

September 24, 25, 26— 





738852 

P.L. 

Hop 


1.13 

. 

34988 

' P.R.R. 

Box 


1.22 


43848 

P.R.R. 

Box 


3.49 


207175 

P.R.R. 

Hop 


2.48 


S00118 

P.L. 

Gond 


1.15 


207080 

P.R.R. 

Hop 


6.58 


324139 

P.R.R. 

Gond 


25.01 





79 

41.06 

* 

September 26, 27— 





20293 

P.R.R. 

Hop 


1.08 


40885 

P.R.R. 

Box 


1.32 


177626 

P.R.R. 

Coke 


.38 


23537 

L.V. 

Hop 


.47 


360451 

P.R.R. 

Gond 


2.76 


285493 

P.R.R. 

Gond 


.38 


73204 

A.C.L. 

Flat 


.19 


7708 

F.St.L.&W. 

Box 


.19 


205954 

P.R.R. 

Hop 


.38 


201823 

P.R.R. 

Hop 


2.33 


298937 

P.R.R. 

Gond 


23.71 


219873 

P.R.R. 

Gond 


2.34 


219825 

P.R.R. 

Hop 


3.84 


14611 

V.R.R. 

Gond 


.67 





56 

40.04 

.69 

September 

27, 28, 29— 





912219 

P.L. 

Hop 


43.95 


695822 

P.L. 

Coke 


1.76 


196103 

P.R.R. 

Hop 


1.70 


351216 

P.R.R. 

Gond 


15.50 





76 

62.91 

•82% 

Totalnumber of hours 

worked.. 



. 426 


Cars repaired ... 53 

Average rate .589 

October 1— 

293610 P.R.R. Gond .29 






Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

870591 

P.L. 

Gond 


.44 


793256 

P.L. 

Gond 


.41 


41527 

P.R.R. 

Box 


3.44 


302208 

P.R.R. 

Gond 


2.23 


299626 

P.R.R. 

Gond 


11.48 


12084 

P.R.R. 

Box 


.38 


101578 

P.R.R. 

Ref 


3.13 


301509 

P.R.R. 

Gond 


.62 


901155 

P.L. 

Gond 


3.02 





50 

25.44 

.508 

October 

2, 3— 



♦ 


161250 

P.R.R. 

Hop 

• 

.78 


912420 

P.L. 

Coke 


14.69 


280484 

P.R.R. 

Gond 


8.21 


683689 

P.L. 

Hop 


1.94 


216541 

P.R.R. 

Hop 


.86 


729776 

P.L. 

Hop 


3.06 


744193 

P.L. 

Coke 


.97 


196103 

P.R.R. 

Hop 


3.07 


351216 

P.R.R. 

Gond 


. 6.01 


1225 

C.&L. 

Gond 


20.72 





110 

60.31 

.54% 

October 

4— 





152689 

P.R.R. 

Hop 


4.29 


207788 

P.R.R. 

Hop 


8.45 


598023 

P.L. 

Box 


1.33 


744497 

P.L. 

Hop 


.76 


855207 

P.L. 

Gond 


19.76 



• 


45 

34.59 

.76% 

October 

5— 





719130 

P.L. 

Coke 


5.45 


352571 

P.R.R. 

Gond 


4.63 


154365 

P.R.R. 

Hop 


4.68 


304655 

P.R.R. 

Gond 


7.62 

• 

149285 

P.R.R. 

Hop 


.19 


155935 

P.R.R. 

Hop 


1.46 





50 

24.03 

.48 

October 

6— 





702980 

P.L. 

Hop 


3.84 


710026 

P.L. 

Coke 


19 


186747 

P.R.R. 

Coke 


.52 


855577 

P.L. 

Gond 


1.98 


204365 

P.R.R. 

Hop 


3.10 


173187 

W.M. 

Gond 


1.00 





20 

10.63 

October 8, 

9. 10— 



278709 

P.R.R. 

Gond 

1.62 

532876 

P.L. 

Box 

.10 

155300 

N.Y.C.&H.R. 

Ref 

.38 

350922 

P.R.R. 

Gond 

.54 

293639 

P.R.R. 

Gond 

.76 

3092 

H.&B.T. 

Hop 

6.92 

136779 

P.R.R. 

Hop 

17.58 

860241 

P.L. 

Gond 

9.62 

3340 

P.G.C.Co. 

Hop 

1.71 

1573 

B.W.C.M.Co. 

Hop 

.76 

1 

Fire 

Pot 

.39 

13652 

W.M. 

Hop 

1.16 

918300 

P.L. 

Coke 

1.54 

192396 

P.R.R. 

Coke 

.57 

351446 

P.R.R. 

Gond 

2.63 


474 

















No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

002244 

P.L. 

Hop 


15.13 


1035 

C.&L. 

Gond 


7.25 





120 

6S.66 

.57 

October 

12, 13— 





174243 

P.R.R. 

Hop 


10.00 


001038 

P.L. 

Hop 


17.50 





51 

27.50 

.538 

October 

11, 12— 





166034 

P.R.R. 

Hop 


2.76 


801107 

P.L. 

Gond 


1.25 


385515 

P.R.R. 

Gond 


2.05 


150041 

P.R.R. 

Hop 


1.80 


537406 

P.L. 

Box 


.19 


705051 

P.L. 

Gond 


.19 


855317 

P.L. 

Gond 


1.12 


012106 

P.L. 

Hop 


35.23 





46 

45.49 

.98% 

October 

15— 





156042 

P.R.R. 

Hop 


1.40 

- 

206112 

P.R.R. 

Hop 


.19 


730703 

P.L. 

Hop 


.44 


204645 

P.R.R. 

Gond 


2.43 


728421 

P.L. 

Hop 


9.11 


003102 

P.L. 

Hop 


15.50 





40 

29.07 

.726 

Total number of hours 

worked.. 



. 532 

Cars repaired . 




62 


Average rate .612 


October 

16, 17, 18, 19, 

20— 




289194 

P.R.R. 

Gond 


.38 


903192 

P.L. 

Hop 


16.97 


901938 

P.L. 

Hop 


42.43 


32754 

M.L.&T. 

Box 


4.07 


1035 

C.&L. 

Gond 


.95 


725825 

P.L. 

Hop 


6.50 


701635 

P.L. 

Hop 


2.06 


538812 

P.L. 

Box 


1.33 


901925 

P.L. 

Hop 


56.97 





180 

131.66 

.73 

October 

22, 23— 





382254 

P.R.R. 

Gond 


.77 


913403 

P.L. 

Hop 


27.23 


7261 

W.M. 

Hop 


14.60 


150488 

P.R.R. 

Hop 


2.11 


706185 

P.L. 

Hop 


6.24 


693862 

P.L. 

Hop 


5.43 


* 



100 

56.38 

.56 

October 

24, 25, 26, 27, 

29— 




381410 

P.R.R. 

Gond 


l.*94 


321677 

P.R.R. 

Gond 


.19 


285645 

P.R.R. 

Gond 


.19 


315801 

P.R.R. 

Gond 


.67 


902244 

P.L. 

Hop 


18.72 


911768 

P.L. 

Hop 


73.52 


860929 

P.L. 

Gond 


4.41 



200 00.64 .40y 2 






Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

October 27 

— 





164541 

P.R.R. 

Hop 


13.05 


212331 

P.R.R. 

Hop 


12.93 


181060 

P.R.R. 

Hop 


.19 


922911 

P.L. 

Coke 


.94 


1234 

C.&L. 

Gond 


3.90 





35 

31.01 

.88% 

October 30 

i, 31— 




• 

360330 

P.R.R. 

Gond 


.19 


281404 

P.R.R. 

Gond 


.97 


324761 

P.R.R. 

Gond 


.19 


20044 

P.R.R. 

Box 


2.13 


705847 

P.L. 

Hop 


10.61 


321763 

P.R.R. 

Gond 


2.28 


297769 

P.R.R. 

Gond 


3.72 


189624 

P.R.R. 

Hop 


.95 


321353 

P.R.R. 

Gond 


7.44 


201261 

P.R.R. 

Hop 


3.57 


41374 

P.R.R. 

Box 


.38 


743983 

P.L. 

Coke 


.95 


912700 

P.L. 

Hop 


4.00 


972 

C.&L. 

Hop 


12.00 





90 

49.38 

.54% 

Total number of hours 

worked.. 



. 605 

Cars repaired . 




49 

Average rate . 




. .608 

November 

1— 





736024 

P.L. 

Hop 


.57 


160473 

P.R.R. 

Hop 


1.33 


734573 

P.L. 

Hop 


1.90 


917472 

P.L. 

Coke 


.19 


276608 

P.L. 

Coke 


2.03 


194538 

P.R.R. 

Hop 


1.05 


912700 

P.L. 

Hop 


6.61 


17063 

L.V. 

Hop 


.76 


3375 

c.&o. 

Box 


.19 


1851 

K.C.&C.Co. 

Hop 


1.47 


66749 

P.R.R. 

Box 


3.27 





40 

19.37 

.481/1 

November 

o_ 





51628 

N.Y.C. 

Box 


.13 


289606 

P.R.R. 

Gond 


2.82 


559323 

P.R.R. 

Box 


.48 


292762 

P.R.R. 

Gond 


2.40 


362236 

P.R.R. 

Gond 


.38 


823452 

P.L. 

Gond 


2.83 


323633 

P.R.R. 

Gond 


.67 


876929 

P.L. 

Gond 


.93 


304513 

P.R.R. 

Gond 


.71 


810148 

P.L. 

Gond 


.19 


321360 

P.R.R. 

Gond 


.97 


304091 

P.R.R. 

Gond 


.76 


745795 

P.L. 

Hop 


.76 


165514 

P.R.R. 

Hop 


10.13 



# 


40 

24.16 

.60% 

November 

3— 





703064 

PI 

Hop 


9.94 


859729 

P.L. 

Gond 


13.S6 



36 23.80 .66 


475 





















I 


( 


No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

November 

704541 

P.L. 

Hop 


3.04 

• 

178260 

P.R.R. 

Hop 


3.99 


70S676 

P.L. 

Hop 


.90 


5276 

N.C.K.X. 

Hop 


.79 


702296 

P.L. 

Hop 


20.12 





36 

28.84 

.80 

November 

5, 6— 





281552 

P.R.R. 

Gond 


.29 


186602 

P.R.R. 

Hop 


.75 


186525 

P.R.R. 

Hop 


.56 


43578 

Southern 

Stock 


.19 


946224 

P.L. 

Flat 


.22 


87310 

P.R.R. 

Hop 


.40 


175266 

P.R.R. 

Hop 


6.20 


647782 

P.L. 

Stock 


.46 


676483 

P.L. 

Hop 


.57 


284564 

P.R.R. 

Gond 


1.19 


293102 

P.R.R. 

Gond 


.38 


703279 

P.L. 

Hop 


1.52 


166170 

P.R.R. 

Hop 


.74 


878936 

P.L. 

Gond 


.19 


189355 

P.R.R. 

Hop 


1.52 


360352 

P.R.R. 

Gond 


14.01 


860776 

P.L. 

Gond 


5.95 





70 

35.14 

.502 

November 6, 8— 





406987 

P.R.R. 

Coke 


2.27 


209845 

P.R.R. 

Hop 


6.54 


704411 

P.L. 

Hop 


3.13 


860785 

P.L. 

Gond 


.38 


194580 

P.R.R. 

Hop 


.57 


726624 

P.L. 

Hop 


10.20 


162038 

P.R.R. 

Hop 


5.96 





35 

29.05 

.83 

November 6, 7, 8, 9, 10— 





20044 

P.R.R. 

Box 


2.13 


559962 

P.L. 

Box 


1.15 


297632 

P.R.R. 

Gond 


.19 


275260 

P.R.R. 

Gond 


.97 


918193 

P.L. 

Hop 


6.94 


426101 

P.R.R. 

Flat 


.38 


263725 

P.R.R. 

Hop 

- 

5.98 


291780 

P.R.R. 

Gond 


1.13 


909614 

P.L. 

Hop 


.19 


280621 

P.R.R. 

Gond 


.38 


194722 

P.R.R. 

Hop 


.38 


972 

C.&I. 

Hop 


89.47 





223 

109.03 

.48y 2 

November 

11— 





912401 

P.L. 

Coke 


9.64 


187078 

P.R.R. 

Hop 


9.47 


174460 

P.R.R. 

Hop 


1.39 


284259 

P.R.R. 

Gond 


.19 


693607 

P.L. 

Hop 


.80 





42 

21.49 

.51 

November 12— 


. 



74447 

S.T.&S.F. 

Gond 


4.46 


294492 

P.R.R. 

Gond 


5.30 


508922 

P.L. 

Box 


.11 


380206 

P.R.R. 

Gond 


2.47 


158027 

P.R.R. 

Hop 


7.75 






* 

Money 

Average 

No. Car 

Initial 

Class 

Hours 

Earned 

Rate 

174763 

Ill.Cen. 

Box 


1.74 


733677 

P.L. 

Hop 


10.20 





60 

32.03 

•53^4 

November 

13, 14- 





1 

Fire 

Pot 


.39 


300857 

P.R.R. 

Gond 


2.60 


265164 

P.R.R. 

Hop 


.76 


150530 

P.R.R. 

Hop 


2.98 

i 

165193 

P.R.R. 

Hop 


.57 


165646 

P.R.R. 

Hop 


8.02 


154026 

P.R.R. 

Hop 


7.68 


232136 

P.R.R. 

Hop 


19.66 


381067 

P.R.R. 

Gond 


.19 


719502 

P.L. 

Hop 


.71 


211872 

P.R.R. 

Hop 


.19 


301616 

P.R.R. 

Gond 


2.47 


209376 

P.R.R. 

Hop 


5.29 


299265 

P.R.R. 

Gond 


1.11 


294053 

P.R.R. 

Gond 


.92 


231968 

P.R.R. 

Hop 


6.21 


• 



110 

59.75 

.54 

November 

15— 


• 



704164 

P.L. 

Hop 


1.45 


1887 

V.R.R. 

Hop 


.76 


163999 

P.R.R. 

Hop 


15.33 


156045 

P.R.R. 

Hop 


.43 


1181 

C.&L. 

Hop 


6.50 


408961 

P.R.R. 

Coke 


.95 


501604 

P.L. 

Box 


1.75 


701178 / 

P.L. 

Hop 


3.85 


281805 

P.R.R. 

Gond 


3.19 


r 



60 

34.21 

.57 

T'nf«1 niimhor nf limirc wnrlrPfl 




Cars repaired . 




102 

Average rate . 




.555 

November 

16— 





156920 

P.R.R. 

Hop 


2.38 


729092 

P.L. 

Hop 


3.40 


201120 

P.R.R. 

Hop 


11.93 


1181 

P.L. 

Gond 


15.04 





40 

32.75 

.81 y 2 

November 

17— 





301502 

P.R.R. 

Gond 


2.48 


6854 

V.R.R. 

Box 


.19 


381217 

P.R.R. 

Gond 


.77 


903496 

P.L. 

Hop 


11.74 


156011 

P.R.R. 

Hop 


2.38 


150764 

P.R.R. 

Hop 


5.85 





54 

23.41 

.43 

November 

16, 18— 





40018 

P.R.R. 

Box 


4.11 


720259 

P.L. 

Coke 


26.12 





55 

30.23 

.54i/ 2 

November 

19— 





1135 

P.&L. 

Gond 


12.00 


1224 

C.&L. 

Gond 


19.00 



60 31.00 .51 


476 



















No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

November 

20, 21— 





212273 

P.R.R. 

Hop 


1.60 


703174 

P.L. 

Hop 


4.09 


722254 

P.L. 

Hop 


10.04 


162508 

P.R.R. 

Hop 


35.40 


902325 

P.L. 

Coke 


1.71 


37055 

P.R.R. 

Gond 


2.13 


299969 

P.R.R. 

Gond 


.67 


381207 

P.R.R. 

Gond 


2.58 


913420 

P.L. 

Hop 


.71 





120 

58.93 

.491 

November 

22— 





190994 

P.R.R. 

Hop 


1.63 


151937 

P.R.R. 

Hop 


8.90 


861161 

P.L. 

Gond 


16.22 





36 

26.75 

.74 

November 

22, 23, 24— 





727867 

P.L. 

Hop 


38.20 


294622 

P.L. 

Hop 


3.34 


743579 

P.L. 

Hop 


1.53 


562367 

P.L. 

Box 


7.13 


32140 

C.A.P.P.M.&O. 

Box 


15.22 





108 

65.22 

.59 

November 

25, 26— 





151937 

P.R.R. 

Hop 


1.61 


174473 

P.R.R. 

Coke 


35.33 


703135 

P.L. 

Hop 


2.02 


413541 

P.R.R. 

Hop 


4.11 





95 

43.07 

.47% 

November 

27— 





48799 

P.R.R. 

Box 


8.26 


734209 

P.L. 

Hop 


9.43 


207851 

P.R.R. 

Hop 


13.45 





50 

31.14 

.62 

November 

28— 





201584 

P.R.R. 

Hop 


22.01 


2501461 

P.R.R. 

Hop 


.19 


412978 

P.R.R. 

Hop 


.28 


224777 

P.R.R. 

Box 

‘ 

1.05 



/ 


60 

23.53 

.39 

November 

29— 





187921 

P.R.R. 

Coke 


.19 


912033 

P.L. 

Coke 


6.10 

/ / 

413259 

P.R.R. 

Coke 


2.86 


695928 

P.L. 

Hop 


.91 


703421 

P.L. 

Hop 


7.11 


216758 

P.R.R. 

Hop 


1.71 


189178 

P.R.R. 

Hop 


6.38 





40 

25.26 

.63 

Total number of hours worked... 



718 

Cars repaired . 




58 

A roro ota y* 



/ 



iA> t 1 ! clgt? I < 






December : 

1, 2, 3— 





283314 

P.R.R. 

Gond 


.86 


20S148 

P.R.R. 

Hop 


48.90 


32140 

C.S.T.P.N.&O. 

Box 


1.90 





75 

51.66 

.68y 2 


No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

166269 

P.R.R. 

Hop 


.57 


902159 

P.L. 

Coke 

, 

.95 


708088 

P.L. 

Hop 


3.67 


160659 

P.R.R. 

Hop 


1.14 


178193 

P.R.R. 

Hop 


1.90 


741866 

P.L. 

Hop 


1.52 


743865 

P.L. 

Coke 


10.42 


215495 

P.R.R. 

Hop 


3.87 





48 

24.04 

.50 

December 

4. 5— 





42737 

P.R.R. 

Box 


.30 


296409 

P.R.R. 

Gond 


1.78 


40937 

P.R.R. 

Gond 


2.18 


193491 

P.R.R. 

Coke 


.76 


1224 

C.&L. 

Gond 


30.07 


294625 

P.R.R. 

Gond 


.76 


705021 

P.L. 

Hop 


2.33 


3058 

C.C.&R. 

Box 


.27 


807340 

P.L. 

Gond 


.19 


1135 

C.&L. 

Gond 


42.28 





105 

80.92 

.76% 

December 

6— 





189697 

P.R.R. 

Coke 


.57 


675338 

P.L. 

Hop 


10.75 


302210 

P.R.R. 

Gond 


4.24 


194353 

P.R.R. 

Coke 


.76 


202804 

P.R.R. 

Hop 


3.69 


922767 

P.L. 

Coke 


2.28 


296225 

P.L. 

Coke 


3.90 


263473 

P.R.R. 

Hop 


.38 


48543 

P.R.R. 

Box 


3.04 


296468 

P.R.R. 

Gond 


2.65 


728634 

P.L. 

Hop 


2.72 





52 

34.98 

.67 

December 

7— 





876586 

P.L. 

Gond 


.19 


302357 

P.R.R. 

Gond 


23.65 


517529 

P.L. 

Box 


5.48 





50 

29.32 

.58 

December 

10. 11. 12— 





278594 

P.R.R. 

Gond 


.97 


870323 

P.L. 

Gond 


.19 


351260 

P.R.R. 

Gond 


.19 


921850 

P.L. 

Hop 


42.00 





106 

43.35 

•40% 

December 

12. 13— 





297971 

P.R.R. 

Gond 


.52 


296264 

P.R.R. 

Gond 


.19 


301749 

P.R.R. 

Gond 


1.70 


517610 

P.L. 

Box 


5.85 


288814 

P.R.R. 

Gond 


28.32 


125123 

P.R.R. 

Stock 


.46 


151134 

P.R.R. 

Hop 


5.03 



74 42.07 .56V 2 

December 14— 

18 Hours shoveling snow. 

December 15— 

18 Hours shoveling snow. 


Total number of hours worked. 546 

Cars repaired . 46 

Average rate .560 


December 3 


























No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

December 

17, 18, 19, 

20, 21— 




303556 

P.R.R. 

Gond 


2.62 


356 

C.&L. 

Tank 


7.89 


923690 

P.L. 

Hop 


4.92 


301514 

P.R.R. 

Gond 


27.95 


911067 

P.L. 

Hop 


.76 


1 

Fire 

Pot 


.39 


276126 

P.R.R. 

Gond 


.19 


82874 

, P.&R. 

Hop 


.95 

* 

921850 

P.L. 

Hop 


77.09 


166302 

P.R.R. 

Hop 


13.77 





243 

136.53 

.56 

December 

22, 23, 24- 





728065 

P.R.R. 

Hop 


4.99 


855027 

P.L. 

Gond 


9.25 


297519 

P.R.R. 

Gond 


35.17 


160976 

P.R.R. 

Hop 


17.44 


351410 

P.R.R. 

Gond 


4.05 


913255 

P.L. 

Coke 


1.09 


701957 

P.L. 

Hop 


8.01 


301534 

P.R.R. 

Gond 


.49 


157201 

P.R.R. 

Hop 


7.21 





132 

87.70 

.664 

December 

26— 





304586 

P.R.R. 

Gond 


2.49 


154517 

P.R.R. 

Hop 


3.12 


292628 

P.R.R. 

Gond 


2.24 


708019 

P.L. 

Hop 


5.30 


877073 

P.R.R. 

Gond 


2.32 


289465 

P.R.R. 

Gond 


11.63 





36 

27.10 

.75 

December 

27— 





72S065 

P.L. 

Hop 


3.54 


285960 

P.R.R. 

Gond 


.43 



No. Car 

Initial 

Class 

Hours 

Money 

Earned 

Average 

Rate 

562721 

P.L. 

Box 


2.11 


911253 

P.L. 

Hop 


14.23 


187571 

P.R.R. 

Hop 


.56 


180300 

Southern 

Gond 


.38 


203984 

P.R.R. 

Box 


.98 


182290 

P.R.R. 

Coke 


3.26 


160004 

P.R.R. 

Hop 


2.64 





60 

28.13 

.468 

December 

28— 





703893 

P.R.R. 

Hop 


15.54 


207133 

P.R.R. 

Hop 


5.07 


734660 

P.L. 

Hop 


15.12 





60 

35.73 

.595 

December 29— 





733528 

P.L. 

Hop 


.95 


294776 

P.R.R. 

Gond 


3.88 


158257 

P.R.R. 

Hop 


.99 


694557 

P.L. 

Hop 


2.90 





45 

S.72 

.193 

December 

31— 





518089 

P.L. 

Box 


.38 


193215 

P.R.R. 

Hop 


.57 


188364 

P.R.R. 

Hop 


.33 


212337 

P.R.R. 

Hop 


4.42 


136699 

P.R.R. 

Hop 


2.09 


159738 

P.R.R. 

Hop 


.38 





40 

8.17 

.204 


Total number of hours worked. 016 


Cars repaired 


47 


Pay Period- 
January 15 . 
January 30 . 
February 15 
February 28 
March 15 


Periods. 

No. in Gang 
. ... 7 

. .. . 7 

. . . . 7 

. . .. 7 

. . . . 7 


March 31 . 7 

April 15 .’.. 7 

April 31 ... 7 

May 15 . 7 

May 31 . 7 

June 15 . 7 

June 30 . 7 

July 15 . 7 

July 31 . 7 

August 15 . 7 

August 31 . 7 

September 15 . 7 

September 31 . 7 

October 15 . 7 


October 31 . 
November 15 
November 
December 
December 


30 
15 

31 


7 

7 

7 

7 

7 


r of Cars Repaired and Average 

Rate by Pay 

Hours Worked 

Cars Repaired 

Av. Rate 

775 

111 

.493 

750 

56 

.537 

.780 

113 

.482 

512 

68 

.485 

625 

103 

.548 

733 

77 

.567 

786 

101 

.639 

724 

96 

.540 

730 

84 

.506 

776 

106 

.452 

791 

117 

.52 

589 

60 

.523 

529 

63 

.493 

549 

90 

.553 

410 

46 

.563 

544 

71 

.513 

485 

73 

.630 

426 

53 

.589 

532 

62 

.612 

605 

49 

.608 

752 

102 

.555 

718 

58 

.545 

546 

46 

.560 

616 

47 

.539 


Total number of hours worked.15,283 

Total number of cars repaired. 1,872 

Average rate for year.546 


478 








































Appendix VI 


Locomotive Valve Setting 



Appendix VI 

LOCOMOTIVE VALVE SETTING. 

The object of locomotive valve setting is to adjust the valve gear parts so that each valve will be in such rela¬ 
tion to its piston that, when steam is admitted to the steam chest, it will also be permitted to enter one end of at 
least one cylinder, and thereby set the engine in motion. The movement of the valves must be such as to cause the 
driving wheels to turn continuously in one direction until the position of the valve is reversed; and when the Native 
is reversed the wheels must revolve continuously in the opposite direction. In addition to this, the valves are ad¬ 
justed so as to admit the steam to and release it from the cylinder at the proper time so as to use the steam,to the 
best advantage and without waste. 

Before proceeding to set the valve it is necessary to locate marks knows as “port marks” on the valve stem or 
valve steam crosshead, which will indicate the position of the valve for admission and cut-off of steam, and also 1 to 
locate the positions for the four dead center positions of the driving wheels - . 

i 


FINDING THE PORT MARKS. 

The port marks are marks on the valve stems which indicate the points of admission and cut-off for both front 
and back ports. 

In the case of the Stephenson gear and slide valve, before making the port marks it is necessary to see that 
the valve stem will connect with the rocker arm without cramping it or twisting the ends of the valve yoke, and that 
the valve is “square” on its seat, so as to have its steam edges exactly parallel with the edges of the steam ports, 
causing admission and cut off to occur at exactly the same time for the entire length of the port. 

Also it is necessary to see that there is no lost motion between the valve and the valve stem. With the “D” slide 
valve the steam chest cover or lid is removed and forward edges of the valve placed so that a piece of thin tin may 
be slipped between it and the edge of the front steam port. Then with the valve tram placed in a small prick 
punch mark on the cylinder, make a line “F” on the valve stem, as Shown in Fig. 1. Then move the valve forward 
so that the back steam port begins to open and again place the valve so as to slip the pieces of tin between it and 
the outer edge of the back port and make a line “B” on the valve stem with the valve tram from the same punch 
mark in the cylinder. Then a horizontal line in the middle of the valve stem may be drawn and its intersections 
marked with the lines “F” and “B” by small centers; the center “F” is the front port mark, and the center “B” is 
the back port mark. The point midway between the centers “F” and “B” represents the central position of the 
valve, which is true only when the front and back steam laps are equal, which is generally the case in locomotive 
practice. In the case of the piston valve with inside admission, small peek holes are made in the cylinder, which 
provide means for placing the valve in the desired positions for making the port marks and other observations. 
Otherwise, the process for determining the port marks with the piston valve is the same as that with the “D” slide 
valve. The operation of finding the port marks with the piston valve is shown in Fig. 2. It is to be noted, how¬ 
ever, that for the outside admission “D” slide valves, the front port mark “F” is to the front and the back port 
mark “B” is to the rear, while in the case of the inside admission piston valves the positions of the front and back 
port marks are reversed, the front port mark “F” being to the rear, while the back port mark “B” is to the front. 


FINDING DEAD CENTERS. 

There are some shops in which the pinch bar is still used to move the engine when setting valves. However, 
there are more modern devices, especially designed to raise and revolve the driving wheels while setting valves, 
which save considerable time and labor. A common device for this purpose is one where the main driving wheels 
are set upon four rollers, two under each wheel. With the side rods removed, leaving the main rods in place, 
these rollers are made to turn, by means of a ratchet lever, in either direction, thereby revolving the driving wheels 
and moving the valve gear parts and piston as desired. 

The term “dead center” implies “no turning effort derived from the piston,” and is that point at which the 
center of the crank-pin crosses the line drawn through the center of the crosshead pin and center of the main driv¬ 
ing axle; or in other words, the engine is on dead center when the center line of the main rod, or this line extended, 
crosses the center line of the main driving axle. The two dead centers are known as the “front dead center” and 
“back dead center” as indicated in this illustration. 

For convenience the left front dead center will be found first. Turn the wheel forward until the cross-head is 
about one inch from the extreme travel mark as shown in Fig. 3. Then use the crosshead tram, and from the point 
“A” on the front guide block describe the arc “B” on the crosshead; and before moving the wheel, describe the Arc 
“D” on the tire of the wheel, with the wheel tram from any point “C” on a rigid part of the engine, such as the 
frame. 

Now turn the wheel forward, as indicated by the arrow, and as the crosshead recedes from the front travel 
mark, use the crosshead tram again and catch the arc “B” on the crosshead, Fig. 4, and then stop turning, taking 
care of lost motion, so that the dead center mark on the wheel will be correct, to do this, turn past the dead center 
an inch or two, then turn back again and catch the line on the crosshead with the crosshead tram. Use the wheel 
tram again, and from point “C” on the frame (the same point as was used before) describe the arc “E” on the tire, 
as shown in Fig. 4. Now from the inside or the outside of the tire with a pair of hermaphrodite calipers describe 

481 


Piece Work 16 


/ 


BACK PORT MARK 


,TKQMT PORT MARK 



FINDING the: port marks common 

"O' SUOeVALVC OUTSIQE ADMISSION 


FIG. | SHOE VALVE AND PORT MARKS. 



PEEK role: 




YACVC STCM 


l VALVE OPCNlWG FROWT PORT 


7ZZZZZ22ZZZZZ2Z 


'7ZV//77Z/7S7L 


r^ONT PORT MARK 
BACK PORT KAJK 

Cl / ‘ / B 


rmoiftc port harks ms»&c adm«s»on 

PVSTON VALVE 


Fl G Z PISTON YALVE AND PORT MARAS. 


J 


FIC. 3 


FINDING DC AO CENTERS. 




FIG. 4 - FlNOING DEAD CENTERS. 

m nc. 4 Tht CROSSHCAU IS IH THE SAt^E. POSVTVOh AS IN FIG 3. THE CRANK-PIN IS AHFAO 
OP 'rHL OEAO CCHTtX, WHtLE VN FVG-3 VT VS BKC K OF THE OEAO CENTER ST AM CQViAL. 
AMOUNT THE ENG>NE VYiLL &E ON OEAO CENTER, AHEN POINT IL VS BROUGHT V1NOCR THE 
"VVHEXL TK APT. 

88- ^FTg^ - 



V 


SACK 




R >«MT YM.VC 5 TO-V 


FIG. 5 TRAM MARKSjFW ICAO, RIGHT 
VALVE STEM. 

482 



























































































the arc ST. Next, take a small prick punch and mark two centers at the points where the lines “D” and “E” 
cross the arc ST and from these two points find, with a pair of dividers, the exact center between them on the 
arc ST, which center is indicated in the illustration by the letter “R.” This point is the dead center mark, and the 
engine is on the front dead center on the left side when the wheel is turned to bring this point on the tram. De¬ 
scribe a small circle around it to keep from getting it confused with other punch marks. Place the wheel on the 
dead center found by bringing point “R” under the tram, and make a mark on the guide at the front edge of the 
crosshead, which will be the forward “Travel Mark” of the piston on the left side. This mark indicates the posi¬ 
tion of the piston at the extreme forward travel. Now that one dead center is found, the same method is employed 
to secure the remaining three, except that when finding the two back dead centers the crosshead tram should be 
used from the back end of the guide. 


> 























483 



ADJUSTMENT OF STEPHENSON VALVE GEAR. 


FIRST OPERATION: TRYING THE FULL GEAR LEADS. 

The engine may be placed on the dead center to which it may happen to stand the nearest, but in this discussion, 
for the sake of convenience, the operation will be started on the left front dead center by turning the wheel back¬ 
ward until the wheel tram registers with the left front dead center mark. Since the wheel is turned backward as 
the crank pin approaches its dead center, the valve gear must be placed in the full backward motion by placing the 
reverse lever in the back notch of the quadrant. Then, with the valve tram, scribe a mark on the valve stem, be¬ 
ginning at the parallel line on the valve Stem; and let it extend considerably below the line. This gives the lead 
at the left front part for the full backward motion. 

Next place the reverse lever in the front notch in the quadrant and turn backward until the valve stem moves, 
which indicates that all of the lost motion in the valve gear has been taken up; then turn forward and again catch 
the dead center with the wheel tram. Mark the valve stem again with the valve tram, this time above the parallel 
line. 

These marks give the lead at the., left front port or left front dead center for both forward and backward mo¬ 
tions in full gear. 

Since the right crank-pin generally leads on engines (excepting on those built by the Pennsylvania Railroad 
Company, where the left side leads), next place the engine on the right back dead center in the usual manner, remem¬ 
bering to take up the lost motion as before. 

Now, when the wheel is turned forward and while the reverse lever is in the extreme front notch, scribe a line 
on the valve stem with the valve tram above the horizontal line, marking the right back port lead for the full for¬ 
ward motion. Then place the reverse lever in the extreme back notch and turn the engine forward until the valve 
stem moves slightly; then turn backward and catch the same dead center, and scribe a line with the valve tram on 
the valve stem below the horizontal line marking the right back port lead for the full backward motion. 


EXAMINING TRAM MARKS FOR LEAD. 

) I 

For convenience assume the tram marks which were made on the valve Stem to correspond with the marks and 
dimensions shown in Fig. 5. By examining the two forward motion tram marks on the right side (those above 
the horizontal line on the right valve stem), it is found that the right valve has one-quarter inch lead at the front 
port, and that at the back port the valve overlaps the port one-sixteenth inch, giving negative lead. Since these! 
marks were both made while the engine was in the full forward motion, it follows that the length of the forward 
eccentric blade must be altered in order to equalize these tram marks at both ports. It is found necessary to shorten 
the blade. 

1-16 + 1-4 = 5-32 Inch. 

Mark on right cylinder “F” ecc. blade shortened 5-32 inch. Make no changes, however, until all of the tram marks 
have been examined and all the changes necessary to be made on the eccentric blades, etc., are noted. Before going 
further, it may be well to determine what effect the above changes, if made, will make in the tram marks. When 
an eccentric blade is shortened, the rocker arm will force the valve stem forward. By subtracting 5-32 inch from 
1-4 inch lead it is found that there is still 3-32 inch lead at the front port opening. Then if the 1-16 inch negative 
lead at the back port is Subtracted from the 5-32 inch of change, there will be 3-32 inch remaining which will be 
the lead at the back port. Therefore, the valve will have 3-32 inch lead in the full forward motion at both ports on 
the right side after the forward eccentric blade has been shortened 5-32 inch. 

After these alterations are made, the lead is equalized on the right side at the front and back ports for the 
forward motion and found to be 3-32 inch. If it were desired to change this lead in any manner to suit any particu¬ 
lar condition of running of the locomotive, it would be done by turning the right forward eccentric on the axle. 
It is to be remembered that the eccentric controlling the motion for which the lead is to be changed must be moved 
independently of the other. For example, if it were desired to change the 3-32 inch lead to 1-32 inch lead for both 
ports for the forward motion, it would be necessary to move the forward eccentric on the axle to reduce thelead to 
1-32 inch. It is to be remembered, however, that when the eccentrics are cast in one piece the lead is fixed and can¬ 
not be changed for either motion without seriously affecting the lead for the opposite motion. 

Next examine both back motion tram marks on the right side (those below the horizontal line on the right 
valve stem, Fig. 5).* Here there is 1-16 inch lead in front and 1-8 inch negative behind; by observing this it is found 
that the back eccentric blade must be shortened 3-32 inch (1-8 1-16 X 2 = 3-32 inch) which will leave 1-32 inch 
negative lead at both ends. If it is desired to have 1-32 inch lead at both ends, it is evident that the backing eccen¬ 
tric must be turned so as to give the valve 1-16 inch more lead in order to overcome the negative lead and have the 

required amount of positive lead. Note—B ecc. 1-16 inch lead on. 

Now go to the left side and proceed in the same manner. After noting the alterations to be made in the eccen¬ 

tric blades to equalize the lead at front and back ports, and the necessary turning of the eccentrics to give the de¬ 
sired lead for both forward and backward motions on each side of the engine, the changes noted may be made, after 
which the cut-off may be tried. 


484 


\ 



FIG. 6 TIM MARKS FOR GUT-Off; 
Right valve stem 


£ 


bL, < . ., r .tfc* 

skater 


B 


FTG.7 TRW MARKS FOR GUT OH; 

left valve stem. 



r:s.8 proportions or lap and 
lead lever 


> 

FRONT 

[ 

i rv 2 4’ yi 

A f '4 -—i 

1 

r 

-> 


riG. 9 TRAM MARKS for checking 
LAP AND LEAD LEVER 



FIG. 10 RIGHT VALVE STEM TRAM 
MARKS, TRYING LEAQ. 



FIG. \\ LEFT VALVE STEM TRAM 
MARKS, TRYING LEAD. 



FtG.lZ EFFECT OFACTEWNS ECCENTWC ROO. 

HJLi-LINES INDICATE POSITION OF PARTS WITH INCORRECT LENGTH OF ECCENTRIC 
ROO. DOTTED UNES INDICATE correct Position or parts aftck alteration on 

tCCCHTRtC *00 MAOC 


485 

































SECOND OPERATION: TRYING THE CUT-OFF. 

If the Stephenson link motion were a perfect valve gear it would be unnecessary to try the cut-off, for if the 
valves were “square” in the corner notch (full gear), they would necessarily be “square” in every notch. But in 
previous study of the Stephenson gear it has been found that it does not impart a perfect movement to the valve, 
owing to the errors introduced by the angularity of the main rod, eccentric blades, and the off-set of the link pin 
holes from the link arc; hence equalizing the lead at full gear only equalizes the events for that one position and 
travel of the valves, or for the corner notch position of the reverse lever. However, by off-setting the link bridle stud 
(or saddle pin) back of the link are the proper amount, these errors of the link motion are approximately corrected; 
so that the valves will be almost “square” at the “running cut-off travel” when “squared” in full gear. But since the 
locomotive performs most of its work at early points of cut-off, it is more important to have steam perfectly equal¬ 
ized in the running cut-off position than in the full-gear position. In other words, it is more important to have an 
engine “square” when “hooked up” in the “working notch” than it is to be “square” in the “corner notch” and 
“lame” or “out” when “hooked up.” 

The “running” or “working” cut-off is usually taken at from twenty-five percent to thirty per cent of the piston 
stroke. This would be (for the usual design of locomotive) at about six to eight inches of the piston stroke for 
passenger engines and seven to ten inches for freight engines. 

In this discussion it will be assumed that the engine is for passenger service, and has a twenty-four inch piston 
stroke; also that it is desired to try the cut-off at twenty-five per cent of the piston stroke. 

Turn the wheel forward until the right main crank-pin has passed the front dead center. As the crosshead re¬ 
cedes from the travel mark, measure the distance between the front end of the cross head and the forward travel 
mark. When this distance measures twenty-five per cent of the stroke (or six inches in the case cited) Stop turn¬ 
ing. Then place the reverse lever in the front notch and draw it back slowly until the valve tram is true with the 
right front port mark. Then latch the reverse lever there, or in the nearest notch of the quadrant. 

This is the position of the reverse lever for twenty-five per cent cut-off. Now turn the wheel backward until the 
right valve stem begins to move, which indicates that all of the lost motion has been taken up. Then turn the wheel 
forward until the front end of the crosshead again measures twenty-five per cent of the stroke (or six inches) from 
the forward travel mark and stop turning. With the valve tram make a line on the valve stem above the horizontal 
line. This mark indicates the position of the front steam edge of the right valve when the cross head is at twenty- 
five per cent of its backward stroke. (See Fig. 6.) 

Now go to the left side of the engine, leaving the reverse lever in the same notch, and turn the wheel forward 
until the left main crank-pin has passed the front dead center, continue to turn until the front end of the left cross¬ 
head stands six inches from the forward travel mark, and then stop turning. With the valve tram make a line on 
the left valve stem above the horizontal line. This mark shows the position qf the valve at the left front port when 
the left crosshead is at twenty-five per cent of its backward stroke. (See Fig. 7.) 

Now return to the right side and continue to turn the wheel forward until the right crank-pin has passed the 
right back dead center and when the back end of the right cross head stands six inches from its backward travel 
mark, stop turning. With the valve tram, scribe a second line on the right valve stem above the horizontal line. 
This second line indicates the position of the valve at the back port on the right side for a six-inch piston travel. 

Return again to the left side and continue to turn the wheel forward until the left crank-pin has passed the left 
back dead center. When the left crosshead recedes from the backward travel mark a distance of six inches, stop 
turning. Make a second mark with the valve tram on the left valve stem above the horizontal line. This second line 
indicates the position at the back port on the left side when the piston is at twenty-five per cent of its forward 
stroke. 

The marks just determined are the positions of the valves corresponding with the positions of the pistons at 
twenty-five per cent of their strokes and when the valve gear is set for twenty-five per cent cut-off; that is, with 
the reverse lever in the running cut-off notch for the forward motion only. A similar process should be followed 
to determine the positions of the valves for the backward motion, by placing the reverse lever in the running cut-off 
notch for the backward motion and then turning the wheel backward. When trying the backward motion, the tram 
marks on the valve stem are made below the horizontal line. 

After the tram marks are made on both sides for both forward and backward motion, the readjustment of the 
valve gear parts necessary to equalize the cut-off all around for both forward and backward motions at twenty-five 
per cent of the piston stroke inay be made by first equalizing the cut-off at the front and back ports on each side 
separately; and second, by making the cut-off on both sides of the engine occur at the same distance of piston travel. 


I * 

CHANGES TO MAKE THE CUT-OFF EQUAL. 

By trying the cut-off it may be discovered that although the lead was equalized in full gear, the steam distri¬ 
bution is not perfectly equalized in the running cut-off position of the valve gear, or when the reverse lever is in the 
running cut-off notch. This evil is mainly due J o the errors of the shifting link motion; but it should be remembered 
that lost motion or imperfect construction of any of the parts of the valve gear will seriously affect the cut-off. 

It will be assumed that the tram marks made when trying the cut-off correspond with those shown in Figs. 6 
and 7 for the right and left sides respectively. Proceed to examine these marks to find what changes are needed to 


4S6 




RG.13 TRAM MARKS, R\GH1 VALVE SUM, 
LEAD EQUALIZED. 



F1G.14- MARKS, LEFT VALVE STEM, ' 

LEAD EQUALIZED. 




FIG.15 TRAM MARKS, RIGHT VALVE STEM AFTER ALTERING RAOVUS ROD. 


< 





2 


FlG.lfc FRONT P0K\ LEAD. 



487 


















































equalize the cut-off. Referring to Fig. G, for the right valve Stem, it is noted that for the forward motion (marks 
above the horizontal line) the valve covers the port 1-64 of an inch at the front port and 3-64 of an inch at the back 
port. 

This fact indicates that cut-off occurs before the piston reaches the twenty-five per cent position of its stroke, 
and also that the cut-off is “heavy” in front. To equalize the cut-off at the front and back ports on the right side, 
the right forward ececntric blade must be shortened 1-64 inch, 3-64 — 1.64 -f- 2 = 1-64 inch. Note—Thus: R. F. 
1-64 inch short. 

Now examine the backward motion tram marks (below the horizontal line) for the right side (Fig. 6) it is found 
that the valve is just cutting off at the front port and that there is 1-32 of an inch port opening at the back port. 
Hence, the cut-off is “heavy” behind and the right backward eccentric blade must be lengthened 1-64 inch. 0 1-32 = 
1-64 inch. Note.—Thus: R. B. 1-64 inch long. 

Now, by referring to Fig. 7, it is found that the forward motion there is 1-64 inch port opening in front, and 
1-32 inch port opening behind, which shows that the cut-off is “heavy” behind. Hence the left forward eccentric blade 
must be lengthened 1-132 1-128 inch. 1-32 — 1-64 -f- 2 = 1-128 inch. Note.—Thus: L. F. 1-128 inch long. 

In the case of the backward motion for the left side, the valve covers the front port 1-32 of an inch, and the 
back port 3-64 of an inch, hence the out-off is “heavy” in front, and the left backing eccentric blade must be short¬ 
ened 1-128 inch. 3-64 — 1-32 -f- 2 = 1-128 inch. Note—Thus: L. B. 1-128 inch short. 

Now if no other defects are observed the eccentric blades should be altered, and the equalization of steam in full 
gear must be sacrificed in order to equalize the cut off of steam in the running cut-off position of the gear. However, 
when the alterations necessary to equalize the cut-off are very slight (as in the case of the backward motion on the 
left side), it is needless to change the length of the eccentric blades as they are already as nearly correct as could 
reasonably be expected in practice. 

When these alterations are made, the cut-off of steam at the front and back ports on each side respectively will 
be equalized at about 25 per cent of the piston stroke; but it is still to be determined whether both side cut-off at the 
same distance of piston travel. It would not be very good practice to have the right side cut-off at five inches, and 
the left side at, say seven inches of the piston stroke, even though the points of cut-off at the front and back ports on 
each side are equal. * 

Equalizing the cut-off at front and back ports causes the steam to be cut off at equal distances of piston travel, 
but not necessarily at the 25 per cent position. In order to have the cut-off at the same position of the piston stroke 
on each side, after the adjustments are made to equalize the cut-off at the front and back ports, it is necessary to 
determine what position each piston occupies when cut-off occurs. 

•to do this the forward motion will be considered first. It is to be noted that by shortening the right forward 
eccentric blade 1-64 inch as required by the calculation as outlined previously, the valve stem will be moved forward 
1-64 inch (provided the rocker has equal lengths of arms, as is sometimes the case). This alteration causes the cut¬ 
off to be equalized at a point indicated on the valve stem by the valve tram, 1-32 inch back of the front port mark 
and 1-32 inch ahead of the back port mark. (1-64 inch +1-64 inch movement ahead = 1-32 inch; 3-64 inch — 1-64 
inch movement ahead = 1-32 inch.) But the valve tram should fall on the port marks to have cut-off when the piston 
is at 25 per cent of its stroke, hence cut-off occurs slightly before the piston has reached the 25 per cent position, as 
indicated by the 1-32 inch space between the tram marks and the port marks. Then the right valve has traveled 1-32 
inch past cut-off when the piston is at 25 per cent*of its stroke. Cut-off occurs at about 5% inches of the piston 
stroke instead of 6 inches, which is at 22.91 per cent instead of 25 per cent, which was desired. (1-32 inch at the 
valve = y 2 inch at the piston, approximately.) 

Now determine the left forward cut-off position of the piston by examining the left forward tram marks, Fig. 7. 
Here it is seen that if this alteration was made, the left forward eccentric blade would be lengthened and the left 
valve stem moved back the distance of 1-128 inch (the rocker having equal arms), causing the cut-off of steam to 
occur later in the piston stroke than the 25 per cent position. This is indicated by the fact that the valve has a port 
opening of 3-128 inch (1-64 inch + 1-128 inch = 3-128 inch; 1-32 + 1-128 = 3-128 inch), or the space between the tram 
marks (after alterations are made) and the port marks. Hence the piston will be ahead of its 25 per cent position, 
or cut-off will occur on the left side at about 6% inches stroke (1-32 inch at the valve equal to y 2 inch at the piston, 
and 3-128 inch at the valve equal to % inch at the piston; 6 inches + % inch = 6% inches), which is 26.56 per cent 
of the piston stroke instead of 25 per cent as was desired. Thus the right side is cutting off at 5 y 2 inches and the 
left side at 6% inches of the piston stroke, causing the left side to be % inch heavy. These are generally considered 
to be only fair positions in ordinary practice and should, if possible, be changed so that‘both sides cut off more nearly 
at the same per cent of piston stroke. In order to make proper corrections the lift shaft boxes on either side may be 
raised or lowered as may be required and perhaps better the condition somewhat. This alteration is to be made only 
as a last resort and when one side is considerably heavier than the other, and not until after no defects can be found 
in the construction of the parts in question. 

The backward motion may be examined to determine how the cut-off-is on each side, in the same manner as 
was employed for the forward motion, but if any alterations are needed to equalize the cut-off on both sides for 
the backward motion, which will affect the equalization of steam at the cut-off position for the forward motion, they 
should not be made, as it is more important to have the forward motion perfect than the backward on all engines other 
than shifting engines, which should have the valves cut-off perfectly in front and back for both forward and backward 
motions. 


488 



Fig. \ 9 UP, ANO II AO LEYER PROPORTIONS- 



1*1 ^ 


front or (J> 

CWG«NC 


hH 


FORYUftb MOTION 
- 2* - 


BACKNAKO MOTION 




Hsh 


FlG, Zl TRAM MARKS, RIGHT VALVE STEM SJtfOWL AttlRlNG EXC€Y4TR\C ROO 


i" 1‘_ |_J 8 " 

8+32 


FRONT 


Z\. 1 - 

icai 


13 


r <• 

8 “ 3 

FORWARD MOTION 


B 


BACKWARD MOTION 


&+3Z ^ 






f IG. TRAM MAWS, RIGHT VALVE STEM AFTER ALTERING EOXHTRiG R00. 


489 























By trying tlie cut-off it wag found that the alterations required to equalize the steam at this travel was slight, 
and since it is considered better practice to have the steam equalized at the running cut-off than at full gear, it seems 
unnecessary first T° equalize the lead at full gear and then destroy this equalization of lead to secure a perfect equal¬ 
ization of cut-off at the running position of the gear. This fact has given rise to the almost universal practice of 
fixing the lead in the design of the locomotive by casting the eccentrics in one piece; and fixing the position of the 
link bridle stud in the design of the link. With the eccentric cast in one piece, it is impossible to change the lead. 
Hence, if the steam is equalized at the running cut off position of the gear, this is considered to be sufficient adjust¬ 
ment for all practical purposes, because of the fact that the engine does most of its work at short cut-offs and is 
not run for great lengths of time at extremely long cut-offs, where the equalization of steam will be slightly “out” and 
in extreme cases considerably so. When the design of the gear is such that the lead cannot be altered, simply omit 
the operation of equalizing the lead at full gear, and equalize the cut-off of steam at the desired per cent of piston 
stroke in the manner described under “Trying the Cut-off.” 


FORWARD MOTION 

r b 


1 


FRONT 


*4-' 


BACKWARD MOTION 


HO Z3 TRAM MARKS, RIGHT VALVE STEM, AFTER ITERATIONS APE MADE 


7 

16' 


FDRWARO MOTION 

F fc 


FRONT 


BACKWARD MOTION 


r-1 

16 


.. EV 


* 


FIG. 24- TRAM MARKS* EE FT VALVE STEM, BEFORE AUtWrtQ CCCCRtrjc ROQ. 


J-i- 
IS 8 


FRONT 


t vr. 

16 fi¬ 


ts 


1*A- 

V6 8 

forward mot\on 


s“ 

Te" 1 




BACKWARD MOTION 


i-k= 


A 

7<f 


RG. ZB TRAM MARKS, LEFT VALVE STEM, AFTER A\TERl«G ECCENTRIC ROO. 


WALSCHAERT GEAR. 

INSIDE ADMISSION PISTON VALVE. 

The port marks and dead centers may be found as in the case of the Stephenson gear. After the port marks 
and dead centers are found, the procedure is as follows: 

FIRST: CHECKING THE LAP AND LEAD LEVER. 

Check all detail parts with their respective drawings. Disconnect the eccentric rod and clamp the link in its 
central position (or in that position which enables the link block to be raised or lowered in the link without giving 
motion to the valve). It is also good practice to hook uptlie gear so that the link block is in the exact center of the 
link. 

41)0 


i 




































When in this position the valve would receive no motion from the link. In the operations which follow all ol 
the lost motion must be taken up in a manner similar to that described in the case of the' Stephenson gear. 

Place the right main crank-pin on the front dead center, and tram to the valve stem. The distance between this 
tram mark and the front port mark is the lead opening or port closure, as the case' may be, for the pront port. 
Next revolve the wheel to the back dead center, and again tram to the valve stem. The distance between this second 
tram mark and the back port mark is the condition for tlie back port. Measure the distance between the points 
trammed on the valve stem, which should be equal to twice the lap of the valve plus twice the desired lead. This 
will be found to come true providing the lap and lead lever is designed so that the lengths A and B'in Fig. 8 are 
proportional to (twice the lap plus twice the lead) and the piston stroke, that is, A-B = B-L, Fig. 8. 
v 

Where A is the total length of the lever between the union link and radius rod connections, B is the distance 
on the lever between the valve stem and radius rod connections; S is the stroke of the piston and L is equal to 
twice the lap plus twice the lead. 

Any variation from specified figures means that an error exists in the lap and lead lever, which can only be 
corrected by redesigning this lever, giving a different length to A or B. 

For example, assume the following data: 

Piston Stroke = 28 inches. 

Valve Travel = 6 inches. 

Eccentric Throw =22% inches. 

Steam Lap = % inch. 

and that it is desired to set the valves for 3-16 of an inch lead all around. In this case the distance between the 
front and back tram marks on the valve stem should be twice the lap plus twice the lead, or 2 ( 7 / s inch 3-16 inch) 
or 2 y$ inches. 

Now assume that the tram marks made on the valve stem correspond with those shown in Fig. 8. Since the 
lap is y 8 of an inch, the distance between the front and back port marks is 1% inches (two times the, lap.) Re-, 
ferring to Fig. 9, it is noted 'that the distance between the two tram marks made is 2 7-64 inches, which is 1-64 of 
an inch short of the proper distance, 2 y 8 inches. * This shows that the lap and lead lever is “out” and may be ad¬ 
justed as follows: Assume the length B on the lap and lead lever (or the distance between the radius rod and 
valve stem connections') to be 3 9-16 inches. By the use of the formula A-B — S-L 

A'= (B X S) L = (3 9-16 X 28 inches) -f- 2 y 8 = 47 inches. 

L = 2 (% inch -f- 3-16 inch) =2% inches. 

Then 47 inches is the length A, between the union link and radium rod connections, or the total length of the lap 
and lead lever. Hence the length of the lap and lead lever between the union link and valve stem connections (dis¬ 
tance A-B) should be shortened to 43 7-16 inches, so as to make the total length of the lever (that is, the distance 
between the union link and radius rod connections—distance A, Fig. 8, equal to 47 inches. Similar operations 
should be carried out on the left side to determine the accuracy of the left lap and lead lever. 


SECOND: TRYING THE LEAD. 

Now the length of both lap and lead levers has been adjusted and the proper amount of lead obtained, the lead 
at the front and back ports for both forward and backward motions on both sides of the engine may be equalised. 

Reconnect the eccentric rod and unclamp the link. Place the gear in the forward motion with the link block at 
a point in the link that will give the specified maximum valve travel, or six inches in this case, when the wheels 
are revolved in the forward direction. This position of the link block is obtained by experiment, or may be calcu¬ 
lated from a knowledge of the dimensions of the link and eccentric throw. Next, place the main crank-pin which 
stands nearest to a dead center position on this dead center; say for instance the right main crank-pin on its front 
dead center. Again scribe a line on the valve stem above the horizontal line. The distance between the tram mark 
(see Fig. 10) and the port mark F shows the condition of the front port on the right side of the forward motion. 

Now draw the reverse lever backward and latch it in position so that the link block will be at the proper point 
for the specified valve travel, of six inches, in the backward motion; again take up all lost motion by turning the 
wheels forward until the valve stem moves; and then turn backward to the dead center position and with the valve 
tram make a second line on the right valve stem below the horizontal line. This second mark indicates the condition 
at the front port on the right side for the backward motion. 

Now place the reverse lever in full forward gear and go to the left side of the engine and continue to turn the 
wheels in a forward direction until the left crank-pin is on its back dead center, taking up all lost motion. With the 
valve tram scribe a line on the left valve Stem above the horizontal line. This line indicates the condition at the 
back port for the forward motion on the left side. Then place the reverse lever in full backward gear and after 
taking up the lost motion make a second line with the valve tram on the left valve stem below the horizontal line. 
The second mark indicates the condition of the back port on the left side for the backward motion. (See Fig. 11.) 

In like manner make similar marks for both forward and backward motions for the right back and left front 
dead centers, being careful to take up all lost motion. 


491 


THIRD: ALTERATIONS TO EQUALIZE THE LEAD. 

Now that the tram marks on both right and left valve stems in the forward and backward motions have been 
made, the lead may be equalized; first, by making the tram marks the same for the forward and backward motions 
at each port; and second, by equalizing the lead at 3-16 inch at the front and back ports on both sides of the engine. 
For example, assume that the tram marks just made on the valve stems correspond with those shown in Figs. 10 
and 11 for the right and left valve stems respectively. Begin by examining the marks on the right valve stem. Here 
it is noted that for the forward motion there is % inch lead at the front port and % inch lead at the back port and 
that for the backward motion there is 5-16 inch lead in front and 1-16 inch lead at the back port. Since both for¬ 
ward and backward motions are “heavy” at the same port (or in front) it is evident that the eccentric rod must 
be lengthened by such an amount as to move the valve forward a distance of 1-32 of an inch. 

(5-16 inch — % inch) 2 = 1-32 inch. 

1-32 X (22.75 -T- 6) = % inch, approximately. 

Therefore lengthen the eccentric rod % inch. 

The positions of the gear parts before the alterations are made are indicated by the full lines, Fig. 12. After 
lengthening the eccentric rod, the parts will assume the positions indicated by the dotted lines. From this diagram 
it is evident that, after this alteration to the eccentric rod is made, the valve will be moved ahead when the gear is 
in the forward motion by a distance of 1-32 of an inch; and when in the backward motion the valve will be moved 
back by 1-32 of an inch; and the errors for both forward and backward motions will be the same at the right front 
port. The lead for the forward and backward motions at the remaining three ports should be equalized in a similar 
manner. After the necessary alterations are made on the right side, the lead at each port for both forward and 
backward motions will be equalized as shown in Fig. 13. 

Now it is necessary to make the lead equal for both front and back ports by altering the length of the valve 
stem or else the length of the radius rod. In this case the radius rod or else the valve stem must be shortened by 
3-32 of an inch. 9-32 inch — 3-16 inch desired lead = 3-32 inch; 3-16 inch desired lead — 3-32 inch = 3-32 inch. 

This alteration will draw the valve back 3-32 inch and equalize the lead at 3-16 inch for the forward and back¬ 
ward motions at the front and back port on the right side. 

Now examine the tram marks on the left valve stem (Fig. 11) and make similar alterations to equalize the 
lead on this side. It is noticed by examining Fig. 11 that there is 5-16 inch opening at the front port for the forward 
motion, and only % inch lead for the backward motion. At the back port, the lead for the forward motion is 1-16 
inch and for the backward motion is % inch. To equalize these port openings for both motions the valve must be 
moved % (5-16 inch — % inch) = 3-32 inch, or % (% inch — 1-16 inch) = 3-32 inch. The movement of the 
valve must be such as to decrease the lead at the front port for the forward motion and increase it for the back¬ 
ward motion. This requires that the valve be moved back 3-32 of an inch, which changes the port openings for 
the forward motion to 5-16 inch — 3-32 inch = 7-32 inch at the front port and to 1-16 inch -f- 3-32 inch = 5-32 inch 
at the back port. For the backward motion the port opening at the front port will be % inch -f- 3-32 inch = 7-32 
inch and at the back port it will be % inch — 3-32 inch = 5-32 inch. In this case the eccentric rod must be short¬ 
ened (22% inches X 3-32 inch -4- 6 inches, or 11-32 of an inch. 

After these alterations are made, the tram marks on the left valve stem will be equalized for the forward and 
backward motions at each port and will be as indicated in Fig. 14. 

It*now remains to equalize the lead at both front and back ports on the left side. This is done by adjusting 
the length of the valve stem or of the radius rod. In this case the valve must be drawn back by an amount equal 
to (7-32'inch — 5-32 inch) -f- 2 — 1-32 of an inch; also 7-32 inch — 3-16 inch desired lead = 1-32 inch; 3-16 inch 
desired lead —- 5-32 inch = 1-32 inch. After this alteration has been made the leads on the left side will be 
equalized at the desired amount of 3-16 of an inch. 

Now the engine has been gone over and the necessary alterations made to the valve gear parts for an equaliza¬ 
tion of the lead at full gear for both forward and backward motions, but it is always good practice to check over 
the gear after the alterations are made and the parts are reassembled. This may be done conveniently in the fol¬ 
lowing manner: Place the right crank-pin on a dead center, throw the reverse lever from one extreme position to 
the other, and note if the right valve stem moves. Then place the left crank-pin on a dead center and note whether 
the left valve stem moves when the link block is raised and lowered in the link. 

If the parts are properly adjusted there should be no movement of the valve during these operations. 

Fig. 15 illustrates the locations of the tram marks on right valve stem after the alterations on the radius rod 
for equalizing the lead have been made. The same condition will exist at the left valve Stem. 

The Walschaert gear has inherent peculiarities that frequently cause slight irregularities in the travel of the 
valve. If, in full gear, this irregularity does not amount to more than one-quarter inch out of “square” relative to 
the piston between the front and back positions of the valve, it may be ignored and the squaring of the travel may 
be considered as nearly perfect as the design will allow. 

In special cases it may be desirable to square the valve travel when the gear is hooked up to give the cut-off 
at which the engine is most frequently used. Thus, on a passenger locomotive, the most satisfactory results may 
be secured when the travel is squared at one-third or one-half stroke cut-off. In such a case a slight irregularity at 
full stroke will probably be unavoidable, but will not prove detrimental. In any event, the particular circumstances 
under which the engine is to work must determine at what point of cut-off the valve travel shall be squared. 

492 


In marking the forward and backward gear positions on the reverse quadrant of a “cold engine” an allowance 
toward the front of the quadrant must oe made on each end, to correct for expansion when the engine is under 
steam. The amount of such allowance is a matter of judgment, but one-quarter to three-eighths of an inch can be 
considered sufficient for ordinary standard gauge engines. 


SETTING OF OUTSIDE ADMISSION SLIDE VALVES. 

With the ports exposed, place the valve with its Steam edge just cutting off the ports (at each end successively) 
and prick punch the valve stem at points F and B the front and back port marks obtained by tramming from any 
convenient place on the valve seat or shelf (see Figs. 16 and 17). The distance from F and B will be equal to twice 
the lap of the valve. When the valve is in position for lead opening (main crank on either dead center) the port 
should be open by an amount equal to the desired lead (see Fig. 18). 

If the tram is used with the valve at lead opening, then the distance between the points so found and the port 
mark F on the valve stem will be equal to the lead (see dimensions V on Fig. 18). 

With this statement in mind, proceed as follows: 

Hook up the gear so that the link block is exactly central with the link. Place the main crank on the front dead 
center, and tram to the valve stem. Revolve the wheel to the back dead center, and again tram to the valve stem. 
Measure the distance between the points so obtained, and compare it with the specification. The distance should 
be equal to twice the sum of the lap and lead. Variation from the specified figures means that an error exists in 
the lap and lead lever, the upper and lower arms of which are made respectively proportional in length to twice the 
lap and lead and to the stroke of the piston. (See Fig. 19.) 

Assuming that the distance L, as trammed on the valve stem, is found correct, the procedure is now as follows: 

Place the gear in the forward motion, with the link block at a point in the link that will give the specified 
maximum valve travel when the wheels are revolved in a forward direction (this position of the link block is ob¬ 
tained by experiment). 

Place the main crank on the front dead center and with the valve tram scribe a mark on the valve stem, meas¬ 
uring the distance between the point so obtained and the front port mark F. This distance would be exactly equal 
to the specified lead. 

Revolve the wheel in a forward direction until the main crank-pin is on the back dead center, and similarly 

scribe a mark on the valve stem, measuring the distance between the point so obtained and the back port mark B. 

This distance should also be exactly equal to the specifed lead. 

« 

Place the gear in the backward motion and examine for lead at the front and back ports, exactly as described 
in the case of the forward motion except that the wheel must be revolved in a backward direction. 

If all the points so found are exactly to specification, the valve setting is square.* A check should now be made 
by placing the piston on the front dead center, and moving the link block through its entire travel in the link. This 
should in no way disturb the position of the valve. 

With the gear set for full travel forward and full travel backward, the maximum valve travel should be ex¬ 
amined with the piston at half stroke. The travel so measured will not be exactly square at the front and back ports, 
as this location of the gear parts represent half stroke as measured from the piston travel, and does not take into 
consideration the angularity of the main rod. 


ALTERATIONS. 

If, on trial, the valve gear is found to be out of square on the lead points, the following examples will serve 
to explain the corrections that should be made. 

For instance, suppose the specification calls'for the following: 

Maximum Valve travel, 5% inches. 

Eccentric Crank throw, 11 inches. 

Constant Lead, % inch. 

Outside lap of valve, 1 inch. 

Link block below link center in forward gear. 

It is very important that the following check exactly with the drawings: 

Length of lap and lead lever between central fulcrum and upper and lower arm centers (see Fig. 19, dimensions 
B and A) : 

Eccentric crank throw and length of crank arm. In the case under consideration the port marks on the valve 
stem (Figs. 16 and 17) will be two inches from center to center (this is twice the valve lap). 

A change in the length of the eccentric rod results in a change in the position of the valve, approximately in 
proportion to the eccentric throw and valve travel. In the present case, this is as eleven to five and one-lialf or as 
two to one. In other words, for this particular example, a change of one-quarter inch in length of the eccentric rod 

493 


Piece Work ] 7 


will move the valve approximately one-eighth inch when the link block is in full gear and the main crank-pin is on 
the dead center. 

The influence of eccentric rod changes on the direction (ahead or back) of the movement of the valve is.explained 
by referring to Fig. 20. An examination of this illustration will show that if the eccentric rod E is lengthened to 

E' then the radius rod ft will be moved ahead to the position R' and the valve stem will be moved a distance X in 

the direction of the arrow, thus displacing the valve from position V to position V'. 

The following rules may thus be formulated: If the link block is below the link center when running ahead, 
then: 

In forward motion. If the eccentric rod is lengthened, the valve is moved ahead. 

If the eccentric rod is shortened, the valve is moved back. 

In backward motion. If the eccentric rod is lengthened, the valve is moved back. 

If the eccentric rod is shortened, the valve is moved ahead. 

If the link block is above the center when running forward, then, in each case, the valve will be moved in the 

direction opposite to that stated above. 

Corrections made to the radius rod will have approximately full influence on the movement of the valve; that 
is, any variation in the radius rod will produce approximately the same variation in the movement of the valve. 

The link fulcrum Z (see Fig. 20) is a fixed point; therefore, the direction of the movement due to changes in 
the radius rod will vary directly with such changes and the following rules may be formulated. 

In either forward motion or backward motion. To move the valve ahead, lengthen the radius rod the amount 
desired. 

This is true whether the link block is above or below the link center in forward gear. 

With' these facts in mind, two examples will be considered. 

Let it be assumed that, on tramming to the right valve stem with the right main crank on the dead centers, the 
following irregularities in ithe lead are noticed for the right side of the engine under consideration. The small 
circles on the diagrams represent the port marks F and B (see Fig. 17) on the right valve stem, while the crosses 
represent the irregularities in the lead when trammed to the valve stem (see Fig. 21). 

The first procedure will be to divide the error between the forward and backward motions, as follows: 

Right side: 

Error in forward motion— 

Front, % inch — % inch lead = % inch error. 

Back, *4 inch lead — % inch y 8 inch error. 

To square the lead, the valve must be moved y 8 inch ahead. 

Error in backward motion— 

Front, 7-16 inch — *4 inch lead = 8-16 inch error. 

Back, % inch lead — 1-16 inch = 3-16 inch error. 

To square the lead, the valve must be moved 3-16 inch ahead. 

As the errors in the two motions (forward and backward) occur in the same direction, it follows that the greater 
one partially neutralizes the effect of the lesser, and that the combined or average error will be the difference be¬ 
tween the two; that is, 3-16 inch — % inch = 1-16 inch, average error. 

To divide an average error of 1-16 inch equally about a central point, it will be necessary to move the right 
valve one-half this amount, or 1-32 inch (in this case 1-32 inch back in forward motion). 

Accordingly the right eccentric rod must be shortened 1-16 inch (in the proportion of two to one) to move the 
valve 1-32 inch. When this has been done the right valve stem points will tram as shown in Fig. 22. 

The errors in forward and backward motions have thus been equalized, and it remains only to square the lead 
at the front and back ports for both motions, on the right side. The right valve as now standing is 5-32 of an inch 
too far back to equalize the lead, namely: 

13-32 inch — % inch lead = 5-32 inch error front. 

% inch lead — 3-32 inch = 5-32 inch error back. 

As the influence of the radius rod is direct it follows that by lengthening this rod the amount required (5-32 of 
an inch) the right valve will be squared, and can be trammed to the dimensions shown by Fig. 23. These dimensions 
are the ones required by the specification. The right valve has thus been squared and the errors corrected by the 
changes noted below: 

Right eccentric rod shortened 5-16 inch. 

Right radius rod lengthened by 5-32 inch. 

494 


A final trial of the right valve travel, cut-off, etc., can now be made in the previously described manner. 

Left Side: Let it be assumed that on tramming for lead on the left side, results are obtained as represented 
by Fig. 24. 

Divide the error between the forward and backward motion as follows: 

Error in forward motion— 

Front 7-16 inch — % inch lead = 3-16 inch error. 

Back, % inch lead — 1-16 inch = 3-16 inch error. 

To square lead, the valve must be moved 3-16 inch ahead. 

Error in backward motion— 

Front, % inch lead — 3-16 inch = 1-16 inch error. 

Back, 5-16 inch — *4 inch lead = 1-16 inch error. 

To square the lead, the valve must be moved 1-16 inch back. 

4 

As the errors on the two motions (forward and backward) occur in opposite directions, it follows that they 
augment each other, and that the combined or average error will be the Sum of the two; that is 3-16 inch -f- 1-16 
inch = 14 inch, average error. 

To divide this error equally about a central point, it will be necessary to remove the left valve one-half the 

amount, or Ys inch (in this case Ys inch ahead in forward motion). 

Therefore the eccentric rod must be lengthened Yl inch (in the proportion of two to one) to move the valve Ys 

inch. When this has been done, the left valve stem will tram as shown in Fig. 25. 

The errors in forward and backward motion have thus been equalized and it remains only to square the lead 
front and back for both motions on the left side. The left valve as now standing is 1-16 inch too far back to equalize 
the lead. 

5-16 inch — % inch lead = 1-16 inch error front. 

% inch lead — 3-16 inch = 1-16 inch error back. 

To move the valve ahead 1-16 inch the radius rod must be lengthened 1-16 inch and the lead will then be 
squared. When trammed for lead, the results will be as shown by Fig. 23. These dimensions are the ones required 
by the specifications. 

The lead on the left side has been squared and the errors corrected by the changes noted below: 

Left eccentric rod lengthened % inch. 

Left radius rod lengthened 1-16 inch. 

Trial of the left valve travel, cut-off, etc., may now be made in the manner previously described. 

From the above it is evident that the errors in the forward motion are equalized by changing the length of the 

eccentric rod; and the lead is then squared by changing the length of the radius rod. Theoretically the radius rod 

should not be changed; but the amount of change necessary is so slight, that it makes practically no difference 
in the movement of the valve. 


495 






































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Appendix VII 

I C. C. Statistics Concerning Locomotives 


Appendix VIII 

I C. C. Statistics Concerning Ton, Car and Train Mileage 


I 









Appendix VII 

1912 

SELECTED OPERATING STATISTICS OF RAILROADS IN ALLEGHENY AND 

NORTHWESTERN GROUPS 


(Data taken from Annua! Statistical Reports of Interstate Commerce Commission) 


1 

RAILROAD 

2 

Number of 
Steam 

Locomotives 

3 

Cost of 
Repairs to 
Steam Locos 

4 

Loco Miles, 
Revenue and 
Non-Revtenue 

5 

Total Tractive 
Power 
in Lbs. 

6 

Average Tractive 
Power per 

Loco in Lbs. 

Alleghany Group 






Baltimore & Ohio. 

2194 

$ 5,974,960 

61,119,637 

76,542,983 

34,887 

Central R. R. of N. J. 

490 

1,165,546 

13,645,742 

12,428,678 

25,365 

Pennsylvania. 

3596 

11,735,845 

97,986,255 

118,948,272 

33,078 

Philadelphia & Reading. 

989 

2,956,477 

25,523,243 

28,224,488 

28,538 

West Maryland. 

217 

427,040 

5,526,289 

7,966,316 

36,711 

Whole Group. 

7486 

22,259,868 

203,801,166 

244,110,737 

32,609 

Northwestern Group 






Chicago, Great Western. 

283 

849,341 

8,077,112 

9,120,697 

32,229 

Chicago, M. & St. Paul. 

1385 

3,977,794 

45,101,658 

32,180,770 

23,235 

Chicago'& Northwestern. 

1670 

3,864,321 

51,101,930 

41,997,560 

25,148 

Chicago, St. P., M. & 0......... 

364 

721,876 

11,086,105 

8,012,757 

22,013 

Great Northern. 

1185 

2,540,789 

28,457,031 

40,004,560 

33,759 

M. & St. Louis. 

215 

371,836 

4,674,623 

5,164,645 

24,022 

M., St. P. & S. Ste. Marie. 

498 

1,093,658 

14,400,133 

12,781,685 

25,666 

Northern Pacific. 

1416 

2,684,057 

29,094,428 

43,899,900 

31,003 

Ore., Wash. R. R. & Nav. 

275 

850,266 

7,123,003 

8,713,233 

31,684 

Whole Group. 

7291 

16,953,938 

199,116,023 

201,875,807 

27,688 


1913 


1 

RAILROAD 

2 

Number of 
Steam 

Locomotives 

3 

Cost of 
Repairs to 
Steam Locos 

4 

Loco Miles, 
Revenue and 
Non-Revenue 

5 

Total Tractive 
Power 
in Lbs. 

6 

Average Tractive 
Power per 

Loco in Lbs. 

Alleghany Group 

Baltimore & Ohio . .. 

2204 

$ 6,732,286 

64,042,571 

78,623,030 

35,673 

Central R. R. of N. J. 

509 

1,288,159 

14,171,100 

13,249,874 

26,031 

Pennsylvania. 

3591 

12,593,381 

103,979,154 

121,415,661 

33,811 

Philadelphia & Reading. 

987 

2,915,841 

27,267,120 

28,925,218 

29,306 

West Maryland. 

231 

536,544 

5,830,230 

8,635,925 

37,385 

Whole Group. 

7522 

24,066,211 

215,290,175 

250,849,708 

33,349 

Northwestern Group 






Chicago, Great Western. 

289 

828,063 

7,999,177 

9,642,542 

33,365 

Chicago, M. & St. Paul ?. 

1952 

5,082,834 

55,174,715 

56,614,053 

29,003 

Chicago & Northwestern. 

1722 

4,208,755 

52,115,512 

44,920,410 

26,086 

Chicago, St. P., M. & O. 

377 

807,250 

11,684,339 

8,578,563 

22,755 

Great Northern. 

1278 

3,281,030 

32,083,297 

46,659,900 

36,510 

M. & St. Louis. 

220 

526,617 

6,584,570 

5,517,235 

14,182,806 

25,078 

26,811 

M., St. P. & S. Ste. Marie. 

529 

1,214,332 

16,222,583 

Northern Pacific. 

1366 

2,855,659 

32,376,208 

45,687,700 

33,446 

Ore., Wash. R. R. & Nav. 

312 

997,592 

7,773,858 

10,228,003 

32,782 

Whole Group. 

8045 

19,802,132 

222,014,259 

242,031,212 

30,085 
























































1914 


1 

RAILROAD 

2 

Number of 
Steam 

Locomotives 

3 

Cost of 
Repairs to 
Steam Locos 

4 

Loco Miles, 
Revenue and 
Non-Revenue 

5 

Total Tractive 
Power 
in Lbs. 

6 

Average Tractive 
Power per 

Loco in Lbs. 

Alleghany Group 






Baltimore & Ohio. 

2352 

$ 6,575,673 

61,208,333 

86,643,697 

36,838 

Central R. R. of N. J. 

523 

1,334,736 

14,012,835 

13,955,778 

26,684 

Pennsylvania. 

3810 

12,583,821 

101,419,751 

134,862,803 

35,397 

Philadelphia & Reading. 

1005 

3,139,323 

26,013,738 

30,122,463 

29,973 

West Maryland. 

263 

1,107,537 

6,381,922 

10,493,440 

39,899 

Whole Group. 

7953 

24,741,090 

209,036,579 

276,078,181 

34,714 

Northwestern Group 






Chicago, Great Western. 

294 

831,734 

8,035,053 

9,850,998 

33,507 

Chicago, M. & St. Paul. 

1969 

5,492,307 

57,584,757 

57,499,583 

29,202 

Chicago & Northwestern. 

1830 

4,335,713 

51,908,071 

49,995,660 

27,320 

Chicago, St. P., M. & 0. 

390 

814,561 

11,321,817 

9,571,740 

24,543 

Great Northern. 

1317 

3,281,358 

30,152,099 

48,649,178 

36,939 

M. & St. Louis. 

209 

574,098 

6,382,175 

5,375,060 

. 25,718 

M., St. P. & S. Ste. Marie. 

538 

1,183,398 

14,693,402 

14,564,787 

27,072 

Northern Pacific. 

1357 

2,711,065 

30,352,850 

45,396,940 

33,454 

-Ore., Wash. R. R. & Nav. 

309 

874,169 

7,087,298 

10,372,447 

33,568 

Whole Group. 

8213 

20,098,403 

217,517,522 

251,276,393 

30,595 


1915 


1 

RAILROAD 

2 

Number of 
Steam 

Locomotives 

* 3 

Cost of 
Repairs to 
Steam Locos 

4 

Loco Miles, 
Revenue and 
Non-Revenue 

5 

Total Tractive 
Power 
in Lbs. 

6 

Average Tractive 
Power per 

Loco in Lbs. 

Alleghany Group 

Baltimore & Ohio. 

2386 

$ 6,363,599 

55,823,874 

89,368,000 

37,455 

Cent. R. R. of N. J. 

518 

1,250,741 

13,302,475 

13,916,900 

26,867 

Pennsylvania. 

3945 

12,413,350 

99,007,188 

143,143,400 

36,285 

Philadelphia & Reading. 

984 

2,720,876 

24,104,193 

29,789,500 

30,274 

West Maryland. 

259 

707,186 

5,160,421 

10,532,000 

40,664 

Whole Group. 

8092 

23,454,752 

197,398,151 

286,749,800 

35,436 

Northwestern Group 

Chicago, Great Western. 

292 

772,230 

7,904,327 

9,769,000 

33,455 

Chicago, M. & St. Paul. 

1983 

5,110,817 

56,224,793 

58,573,600 

29,538 

Chicago & Northwestern. 

1840 

4,111,296 

49,068,181 

51,422,500 

27,947 

Chicago, St. P., M. & O. 

374 

837,034 

10,515,173 

9,349,800 

24,999 

Great Northern. 

1315 

2,233,878 

25,986,918 

48,266,400 

36,704 

M. & St. Louis. 

219 

543,265 

6,697,143 

13,947,136 

5,065,800 

23,132 

M., St. P. & S. Ste. Marie. 

541 

991,423 

14,244,600 

26,330 

Northern Pacific. 

1361 

2,275,644 

26,814,140 

45,356,600 

33,326 

Ore., Wash. R. R. & Nav. 

311 

693,033 

6,225,470 

10,442,000 

33,576 

Whole Group. 

8236 

17,568,620 

203,383,281 

252,490,300 

30,657 


500 

























































1916 


1 

RAILROAD 

2 

Number of 
Steam 

Locomotives 

3 

Cost of 
Repairs to 
Steam Locos 

4 

Loco Miles, 
Revenue and 
Non-Revenue 

5 

Total Tractive 
Power 
in Lbs. 

6 

Average Tractive 
Power per 

Loco in Lbs. 

Alleghany Group 




, 


Baltimore & Ohio. 

2326 

$ 9,684,713 

64,968,938 

91,525,000 

39,349 

Central R. R. of N. J. 

529 

1,432,305 

15,875,909 

14,490,800 

27,393 

Pennsylvania. 

4022 

15,199,149 

114,415,523 

155,016,500 

38,542 

Philadelphia & Reading. 

991 

3,366,812 

28,364,072 

, 31,688,000 

31,976 

West Maryland. 

250 

833,063 

6,193,278 

11,567,800 

46,271 

Whole Group. 

8118 

30,516,042 

229,817,720 

304,288,100 

37,483 

Northwestern Group 






Chicago, Great Western. 

300 

930,834 

8,544,430 

10,308,300 

34,361 

Chicago, M. & St. Paul.. 

1981 

6,474,882 

61,332,413 

59,013,800 

, 29,790 

Chicago & Northwestern. 

1842 

5,062,503 

53,834,334 

52,447,800 

28,473 

Chicago, St. P., M. & 0 . 

386 

968,164 

11,987,643 

10,327,200 

26,754 

Great Northern. 

1309 

3,943,357 

33,129,537 

49,478,000 

37,798 

M. & St. Louis. 

228 

620,643 

6,636,450 

6,527,200 

28,628 

M., St. P. & S. Ste. Marie. 

514 

1,273,909 

15,495,512 

14,367,100 

27 ,'952 

Northern Pacific. 

1356 

2,932,031 

31,645,662 

45,339,800 

33,436 

Ore., Wash. R. R. & Nav. 

304 

781,499 

7,456,606 

10,281,400 

33,820 

Whole Group. 

8220 

22,987,822 

230,062,587 

258,090,600 

31,398 


1917 


1 

RAILROAD 

2 

Number of 
Steam 

Locomotives 

3 

Cost of 
Repairs to 
Steam Locos 

4 

Loco Miles, 
Revenue and 
Non-Revenue 

5 

Total Tractive 
Power 
in Lbs. 

6 

Average Tractive 
Power per 

Loco in Lbs. 

Alleghany Group 

Baltimore & Ohio. 

2312 

$12,373,182 

67,744,309 

91,754,700 

39,686 

Central R. R. of N. J. 

539 

1,831,158 

15,460,049 

15,179,200 

28,162 

Pennsylvania. 

4120 

19,043,356 

115,351,952 

162,658,700 

39,480 

Philadelphia & Reading. 

1006 

5,022,864 

29,147,740 

33,306,800 

33,108 

West Maryland. 

252 

1,303,061 

6,306,401 

11,163,000 

44,298 

Whole Group. 

8229 

39,573,621 

234,010,451 

314,062,400 

38,165 

Northwestern Group 






Chicago, Great Western. 

258 

1,105,869 

8,126,362 

9,379,700 

36,355 

Chicago, M. & St. Paul. 

1936 

8,351,370 

6,484,609 

57,321,395 

58,569,400 

30,253 

Chicago & Northwestern. 

1970 

56,161,705 

57,682,400 

29,280 

Chicago, St. P., M. & O. 

392 

1,119,501 

11,381,624 

10,694,800 

27,283 

Great Northern. 

1320 

4,490,633 

34,170,735 

50,130,000 

37,977 

M. & St. Louis. 

224 

375,290 

1,411,857 

3,748,595 

6,349,397 

•6,558,200 

29,278 

M., St. P. & S. Ste. Marie. 

514 

15,582,982 

14,167,900 

27,564 

Northern Pacific. 

1361 

33,664,088 

46,467,200 

34,142 

Ore., Wash. R. R. & Nav. 

302 

1,006,370 

8,056,456 

10,279,500 

34,038 

Whole Group. 

8277 

28,094,094 

230,814,744 

263,929,100 

31,887 


501 





















































1 

Year 

2 

GROUP 

3 

Number of 
Steam 

Locomotives 

4 

Cost of Re¬ 
pairs to 
Steam Locos 

5 

Loco Miles, 
Revenue and 
Non-Revenue 

6 

Total Tractive 
Power 
in Lbs. 

7 

Average Tract¬ 
ive Power per 
Loco in Lbs. 

1912 

Alleghany. 

7486 

$22,259,868 

$203,801,166 

$244,110,737 

201,875,807 

$32,609 


Northwestern. 

7291 

16,953,938 

199,116,023 

27,688 

1913 

Alleghany. 

7522 

24,066,211 

215,290,175 

250,849,708 

33,349 


Northwestern. 

8045 

19,802,132 

222,014,259 

242,031,212 

30,085 

1914 

Alleghany. 

7953 

24,741,090 

209,036,579 

276,078,181 

34,714 


Northwestern. 

8213 

20,098,403 

217,517,522 

251,276,393 

30,595 

1915 

Allehgany. 

8092 

23,454,752 

17,568,620 

197,398,151 

203,383,281 

286,749,800 

252,490,300 

35,436 

30,657 

Northwestern. 

8236 

1916 

Alleghany. 

8118 

30,516,042 

22,987,822 

39,573,621 

229,817,720 

230,062,587 

234,010,451 

304,288,100 

258,090,600 

314,062,400 

37,483 

31,398. 

38,165 

Northwestern. 

8220 

1917 

Alleghany. 

8229 


Northwestern. 

Average for Entire Period 

8277 

28,094,094 

230,814,744 

263,929,100 

31,887 


Alleghany. 

7900 

27,435,264 

20,917,502 

214,892,373 

217,151,403 

279,356,488 

244,948,902 

35,362 

30,440 


Northwestern. 

8047 





I 












502 






























Appendix VIII 

1912 

SELECTED OPERATING STATISTICS OF RAILROADS IN ALLEGHENY AND 

NORTHWESTERN GROUPS 

(Data taken from Annual Statistical Reports of Interstate Commerce Commission) 


1 

RAILROAD 

2 

Ton Miles 
Revenue Freight 
(000 omitted) 

3 

Car Miles 

Revenue Freight and 
Passenger Trains 
(000 omitted) 

4 

Ton Miles of 
Freight and Ton 
Miles of Cars— 
Freight and 
Passenger (15 tons 
per car)# 

5 

Freight Train 
Miles 

6 

Passenger Train 
Miles 

/ 

Alleghany Group 

Baltimore & Ohio. 

12,490,419 

900,857 

26,003,274 

22,059,201 

15,678,540 

Central R. R. of N. J. 

2,210,300 

154,635 

4,529,825 

4,231,827 

4,602,938 

Pennsylvania. 

20,512,523 

1,367,654 

41,027,333 

30,217,656 

27,963,706 

Philadelphia & Reading. 

4,792,741 

334,074 

9,803,851 

9,201,444 

6,741,380 

West Maryland. 

1,006,732 

61,258 _ 

1,925,602 

1,966,298 

1,095,262 

Whole Group. 

41,012,715 

2,818,478 

83,289,885 

67,676,426 

56,081,826 

Northwestern Group 

Chicago Great Western. 

1,225,239 

114,298 

2,939,709 

2,956,596 

2,979,116 

Chicago. M. & St. Paul. 

5,105,842 

572,039 

13,686,427 

16,471,825 . 

14,173,015 

Chicago & Northwestern. . . . 

5,146,634 

576,348 

13,791,854 

15,634,033 

19,650,099 

Chicago, St.P.,M. & O. 

1,092,174 

117,215 

2,850,399 

3,699,117 

3,709,801 

Great Northern. 

6,227,714 

472,861 

13,320,629 

9,523,132 

11,601,716 

M. & St. Louis. 

502,947 

49,420 

1,244,247 

1,797,976 

1,675,741 

M., St.P. & S. Ste. Marie. . . 

2,714,389 

227,178 

6,122,059 

5,982,539 

5,160,684 

Northern Pacific. 

5,051,181 

425,971 

11,440,746 

9,296,541 

11,355,464 

Ore., Wash. R. R. & Nav.... 

866,909 

74,734 

1,987,919 

1,772,121 

3,202,605 

Whole Group. 

27,933,029 

2,630,064 

67,383,989 

67,133,880 

73,508,241 


#000 omitted. 


1913 


1 

RAILROAD 

2 

Ton Miles 
Revenue Freight 
(000 omitted) 

3 

Car Miles 

Revenue Freight and 
Passenger Trains 
(000 omitted) 

4 

Ton Miles of 
Freight and Ton 
Miles of Cars— 
Freight and 
Passenger (15 tons 
per car)# 

5 

Freight Train 
Miles 

6 

Passenger Train 
Miles 

Alleghany Group 

Baltimore & Ohio. 

14,313,128 

944,918 

28,486,898 

22,650,633 

16,055,559 

Central R. R. of N. J. 

2,482,288 

167,954 

5,001,598 

4,464,724 

4,585,792 

27,451,016 

Pennsylvania. 

22,813,572 

1,456,027 

44,653,977 

32,440,025 

Philadelphia & Reading. 

5,460,516 

362,405 

10,896,591 

9,994,592 

1,977,858 

6,743,114 

West Maryland. 

1,083,107 

63,818. 

2,040,377 

1,194,615 

56,030,096 

Whole Group. 

46,152,611 

2,995,122 

91,079,441 

71,527,832 

Northwestern Group 






Chicago Great Western. 

1,337,725 

118,374 

3,113,335 

2,863,244 

2,994,686 

Chicago, M. & St. Paul. 

7,425,864 

731,061 

18,391,779 

19,887,206 

15,852,382 

Chicago & Northwestern.... 

6,282,916 

622,435 

15,619,441 

16,293,085 

19,615,974 

Chicago, St. P., M. & O. 

1,262,998 

121,382 

3,083,728 

3,883,291 

3,796,520 

Great Northern. 

7,634,056 

557,406 

15,995,146 

11,236,762 

12,079,049 

M. & St. Louis. 

905,721 

75,958 

2,045,091 

2,713,057 

2,010,973 

M., St. P. & S. Ste. Marie.. .. 

3,332,850 

262,814 

7,275,060 

7,047,206 

5,443,274 

Northern Pacific. 

6,232,169 

512,228 

13,915,589 

10,794,507 

11,480,291 

Ore., Wash. R. R. & Nav.... 

1,087,596 

86,443 

2,384,241 

2,119,652 

3,255,851 

Whole Group. 

35,501,895 

3,088,101 

81,823,410 

76,838,010 

76,529,000 


#000 omitted. 


503 

















































1914 


1 

RAILROAD 

2 

Ton Miles 
Revenue Freight 
(000 omitted) 

3 

Car Miles 

Revenue Freight and 
Passenger Trains 
(000 omitted) 

4 

Ton Miles of 
Freight and Ton 
Miles of Cars— 
Freight and 
Passenger (15 tons 
per car)# 

5 

Freight Train 
Miles 

6 

Passenger Train 
Miles 

Mleghany Group 

Baltimore & Ohio. 

13,425,552 

913,587 

27,129,357 

21,238,353 

16,687,021 

Central R. R. of N. J. 

2,372,955 

164,698 

4,843,425 

4,205,282 

4,724,340 

Pennsylvania. 

22,174,792 

1,418,805 

43,456,867 

30,272,317 

28,324,059 

Philadelphia & Reading. 

5,505,256 

348,420 

10,731,556 

9,292,398 

6,734,485 

West Maryland. 

1,241,477 

73,417 

2,342,732 

2,120,173 

1,369,626 

Whole Group. 

44,720,032 

2,918,927 

88,503,937 

67,128,523 

57,839,531 

Northwestern Group 

Chicago Great Western. 

1,364,026 

124,095 

3,225,451 

2,763,285 

3,118,500 

Chicago, M. & St. Paul. 

8,079,690 

820,245 

20,383,365 

19,699,961 

17,314,078 

Chicago & Northwestern. . . . 

6,229,944 

635,861 

15,767,859 

16,139,565 

19,728,701 

3,827,607 

Chicago, St. P., M. & O. 

1,294,143 

124,866 

3,167,133 

3,529,257 

Great Northern. 

6,930,296 

528,115 

14,852,021 

9,680,564 

12,475,305 

M. & St. Louis. 

850,221 

77,553 

2,013,516 

2,668j367 

1,995,822 

M., St. P. & S. Ste. Marie. . . 

2,770,426 

238,685 

6,350,701 

5,879,069 

5,306,700 

Northern Pacific. 

5,629,351 

469,641 

12,673,966 

9,189,372 

11,982,393 

Ore., Wash. R. R. & Nav... . 

1,033,052 

83,925 

2,291,927 

1,981,907 

2,961,095 

Whole Group. 

34,181,149 

3,102,986 

80,725,939 

71,531,347 

78,710,201 


#000 omitted. 


1915 


1 

1 

RAILROAD 

2 

Ton Miles 
Revenue Freight 
(000 omitted) 

3 

Car Miles 

Revenue Freight and 
Passenger Trains 
(000 omitted) 

4 

Ton Miles of 
Freight and Ton 
Miles of Cars— 
Freight and 
Passenger (15 tons 
per car)# 

5 

Freight Train 
Miles 

6 

• 

Passenger Train 
Miles 

Alleghany Group 

Baltimore & Ohio. 

12,970,894 

859,701 

25,866,409 

18,217,782 

16,281,654 

Central R. R. of N. J. 

2,253,552 

160,374 

4,659,162 

3,906,264 

4,679,712 

Pennsylvania. 

21,340,388 

1,424,137 

42,702,443 

29,203,848 

29,274,591 

Philadelphia & Reading. 

5,207,714 

340,636 

10,317,254 

8,407,651 

6,659,355 

West Maryland. 

1,398,024 

79,638 

2,592,594 

1,825,916 

1,253,916 

Whole Group. 

43,170,572 

2,864,486 

86,137,862 

61,561,461 

58,149,228 

Northwestern Group 






Chicago Great Western. 

1,378,505 

124,921 

3,252,320 

2,496,487 

3,111,891 

Chicago, M. & St. P. 

8,185,988 

828,318 

20,610,758 

19,377,921 

17,042,953 

Chicago & Northwestern. . . . 

6,216,281 

667,753 

16,232,576 

15,413,164 

19,535,043 

Chicago, St. P., M. & O. 

1,336,106 

128,288 

3,260,426 

3,395,278 

3,718,973 

Great Northern. 

5,773,779 

461,528 

12,696,699 

7,819,981 

11,591,102 

M. & St. Louis. 

957,544 

84,412 

2,223,724 

2,846,806 

2,073,065 

M., St. P. & S. Ste. Marie. . . 

2,564,310 

234,202 

6,077,340 

5,464,104 

5,003,774 

Northern Pacific. 

5,164,571 

439,010 

11,749,721 

8,103,426 

10,356,738 

Ore., Wash. R. R. & Nav.... 

891,090 

75,958 

2,030,460 

1,722,156 

2,876,779 

Whole Group. 

32,468,174 

3,044,390 

78,134.024 

66.639,323 

75,310,318 


#000 omitted. 


504 





















































1916 


1 

RAILROAD 

2 

Ton Miles 
Revenue Freight 
(000 omitted) 

3 

Car Miles 

Revenue Freight and 
Passenger Trains 
(000 omitted) 

4 

Ton Miles of 
Freight and Ton 
Miles of Cars— 
Freight and 
Passenger (15 tons 
per car)# 

5 

Freight Train 
Miles 

6 

Passenger Train 
Miles 

Alleghany Group 

Baltimore & Ohio. 

16,199,762 

967,984 

30,719,522 

21,099,394 

16,964,574 

Central R. R. of N. J.-. 

2,676,636 

173,385 

5,277,411 

4,701,224 

4,766,919 

Pennsylvania. 

26,947,628 

1,643,611 

51,601,793 

33,127,865 

30,300,183 

Philadelphia & Reading. 

6,786,189 

375,420 

12,417,489 

9,663,708 

6,844,165 

West Maryland. 

1,989,219 

101,646 

3,513,909 

2,255,973 

1,286,110 

Whole Group. 

54,599,434 

3,262,946 

103,530,124 

70,848,164 

60,161,951 

Northwestern Group 

Chicago Great Western. 

1,716,360 

129,066 

3,652,350 

2,748,809 

3,195,793 

Chicago, M. & St. Paul. 

10,747,323 

954,693 

25,067,718 

22,561,341 

17,794,060 

Chicago & Northwestern.... 

8,130,953 

749,825 

19,378,328 

17,332,255 

20,038,271 

Chicago, St. P., M. & O. 

Great Northern. 

1,714,280 

146,388 

3,910,100 

3,998,590 

3,864,274 

8,018,210 

579,567 

16,711,715 

11,318,380 

12,040,189 

M. & St. Louis. 

1,060,813 

84,095 

2,322,238 

2,647,353 

2,133,712 

M., St. P. & S. Ste. Marie. . . 

3,438,077 

257,023 

7,293,422 

6,286,234 

5,070,454 

Northern Pacific. 

7,721,586 

584,653 

16,491,381 

11,305,907 

9,821,548 

Ore., Wash. R. R. & Nav_ 

1,203,841 

97,653 

2,668,636 

2,288,868 

2,582,468 

Whole Group. 

43,751,443 

3,582,963 

97,495,888 

80,487,737 

76,540,769 


#000 omitted. 


1917 


1 

RAILRAOD 

2 

Ton Miles 
Revenue Freight 
(000 omitted) 

3 

Car Miles 

Revenue Freight and 
Passenger Trains 
(000 omitted) 

4 

Ton Miles of 
Freight and Ton 
Miles of Cars— 
Freight and 
Passenger (15 tons 
per car)# 

5 

Freight Train 
Miles 

6 

Passenger Train 
Miles 

Alleghany Group 

Baltimore & Ohio. 

17,163,579 

953,694 

31,468,989 

21,664,571 

16,974,852 

Central R. R. of N. J. 

2,817,595 

162,774 

5,259,205 

4,590,713 

31,746,071 

4,521,937 

Pennsylvania. 

27,771,421 

1,547,046 

50,977,111 

31,629,123 

Philadelphia & Reading. 

7,398,550 

362,591 

12,837,415 

9,505,757 

6,724,653 

West Maryland.. 

2,170,182 

97,232 

3,628,662 

2,304,367 ' 

1,127,477 

Whole Group. 

57,321,327 

3,123,337 

104,171,382 

69,811,479 

60,978,042 

Northwestern Group 






Chicago Great Western. 

1,639,675 

120,207 

3,442,780 

2,567,199 

3,198,481 

Chicago, M. & St. Paul. 

10,545,443 

842,668 

23,185,463 

20,959,947 

18,166,288 

Chicago & Northwestern.... 

9,220,973 

792,537 

21,109,028 

18,648,464 

3,788,195 

20,143,399 

Chicago, St. P., M. & O. 

1,678,231 

135,822 

3,715,561 

3,705,157 

Great Northern. 

8,399,349 

.566,380 

16,895,049 

11,677,955 

12,317,535 

M. & St. Louis. 

1,119,921 

79,754 

2,316,231 

2,519,927 

2,017,894 

M., St. P. & S. Ste. Marie . . . 

3,611,369 

253,861 

7,419,284 

6,536,728 

5,048,377 

Northern Pacific. 

8,812,675 

602,085 

17,843,950 

12,556,901 

9,830,167 

Ore., Wash. R. R. & Nav. . . 

1,483,580 

107,134 

3,090,590 

2,483,401 

81,738,717 

2,892,845 

Whole Group. 

46,511,216 

3,500,448 

99,017,936 

77,320,143 


505 


#000 omitted. 





















































SUMMMARY 


1 

Year 

2 

GROUP 

r 

3 

Ton Miles 
Rev. Freight 
(000 omitted) 

4 

Car Miles 
Rev. Freight 
and Passenger 
Trains 

(000 omitted) 

5 

Ton Miles of 
Freight. 

Ton Miles of 
Cars—Freight 
and Passenger 
(15 tons per car){ 

6 

Freight Train 
Miles 

7 

Passenger 
Train Miles 

1912 

Allegheny. 

41,012,715 

2,818,478 

83,289,885 

67,676,426 

56,081,826 

Hi 

Northwestern. 

27,933,029 

2,630,064 

67,383,989 

67,133,880 

73,508,241 

56,030,096 

1913 

Alleghany. 

46,152,611 

2,995,122 

91,079,441 

71,527,832 

76,838,010 


Northwestern. 

35,501,895 

3,088,101 

81,823,410 

76,529,000 

1914 

Alleghany. 

44,720,032 

2,918,927 

88,503,937 

67,128,523 

71,531,347 

57,839,531 


Northwestern. 

34,181,149 

3,102,986 

80,725,939 

78,710,201 

1915 

Alleghany. 

43,170,572 

2,864,486 

86,137,862 

61,561,461 

58,149,228 


Northwestern. 

32,468,174 

3,044,390 

78,134,024 

66,693,323 

75,310,318 

1916 

Alleghany. 

54,599,434 

3,262,046 

103,530,124 

70,848,164 

60,161,951 


Northwestern. 

43,751,443 

3,582,963 

97,495,888 

80,487,737 

76,540,769 

1917 

Alleghany. 

57,321,327 

3,123,337 

104,171,382 

69,811,479 

60,978,042 


Northwestern. 

Average for Entire Period 

46,511,216 

3,500,448 

99,017,936 

81,738,717 

77,320,143 


Alleghany. 

47,829,449 

2,997,066 

92,785,439 

68,092,314 

58.206.779 

76.319.779 


Northwestern. 

36,557,818 

3,158,159 

83,930,198 

74,061,502 


}000 omitted. 


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